JP3709954B2 - Electric transmission and its shift control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric transmission and a transmission control method thereof, and more particularly, to an electric transmission and a transmission control method thereof that electrically perform gear shifting and clutch engagement / disconnection. More specifically, if the engine speed shows a planned change when the clutch is in the disengaged state during the shifting process, the control of the drive motor that drives the clutch is executed with a different content than usual. The present invention relates to an electric transmission and a transmission control method thereof.
[0002]
[Prior art]
Japanese Patent Laid-Open No. 5-39865 discloses an electric transmission that electrically shifts a gear by a motor, compared to a conventional transmission that shifts a gear by operating both a clutch pedal (or clutch lever) and a shift change lever. It is disclosed. In the above-described conventional technology, the shift drum is intermittently rotated in both directions by the drive motor, thereby operating a desired shift fork to perform gear shift. On the other hand, it is conceivable that the clutch is engaged and disengaged simultaneously by the motor.
[0003]
[Problems to be solved by the invention]
In such a case, considering a conventional manual transmission, even if the gear does not shift smoothly, the shift change can be repeated to finally complete the shift change. In addition, whether or not the clutch can be smoothly connected after the shift change depends greatly on the clutch operation of the driver.
[0004]
As described above, in the conventional manual transmission, much of the operability of whether or not the shift change can be completed without repeating the shift operation or whether or not the clutch can be smoothly connected is determined by the driver. It largely depends on the operation method. In other words, good operability can be obtained by the learning effect of the driver.
[0005]
On the other hand, when both the clutch and the shift change lever are driven by a motor, there is no portion depending on the operation content of the driver. Therefore, there is a possibility that the driver may feel uncomfortable if the gear shift cannot be performed, or if the clutch is not smoothly connected or not according to the driver's intention.
[0006]
For example, when using a speed change device that uses a motor to engage and change the clutch, at the time of upshifting, the driver turns on the upshift switch after returning the accelerator, and then the shifting operation is completed and the clutch is engaged. After reconnecting, open the accelerator. However, some drivers may turn on the shift-up switch without returning the accelerator, or may open the accelerator before the clutch is reconnected.
[0007]
Similarly, at the time of downshifting, the accelerator is returned and the downshift switch is turned on. After that, after the shift operation is completed and the clutch is reconnected, the accelerator is operated. However, depending on the driver, it is conceivable that the engine is blown in order to match the engine speed to the engine speed after the downshift at the time of the downshift. As described above, since the accelerator operation during the shift change may be different depending on the driver, various controls corresponding to the accelerator operation are required.
[0008]
An object of the present invention is to solve the above-described problems and to provide an electric transmission device and a transmission control method thereof that can obtain good operability.
[0009]
[Means for Solving the Problems]
In order to achieve the above-described object, according to the present invention, in the electric transmission, the engagement and disengagement of the clutch is performed in conjunction with the rotation of the transmission shaft, and the rotational direction and speed of the transmission shaft by the drive motor are controlled. The control is normally performed based on the first control content. If the engine speed indicates a planned change when the clutch is in the disengaged state, the second control content is different from the first control content. I tried to control it.
[0010]
According to the configuration described above, when the driver operates the accelerator during the shift control, the second control corresponding to the operation is executed, so that a favorable shift control corresponding to the driver's accelerator operation is possible.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 1 is a plan view of an operation unit of a vehicle on which the electric transmission of the present invention is mounted.
[0012]
The operation section includes an upshift switch 51 and a downshift switch 52 for electric gear shifting, a dimmer switch 53 for switching the direction of the headlamp, a lighting switch 54 for switching on / off of the headlamp, and an engine start. A switch 55 and a stop switch 56 are provided. In this embodiment, each time the shift switches 51 and 52 are pressed and turned on, the shift position is shifted up and down by one step.
[0013]
FIG. 2 is a partial cross-sectional view showing the configuration of the main part of the drive system of the electric transmission that is an embodiment of the present invention.
[0014]
A drive motor 1 as an electric actuator rotates a shift spindle 3 in the forward and reverse directions via a reduction gear mechanism 2. The rotational position (angle) of the shift spindle 3 is detected by an angle sensor 28 provided at one end thereof. At one end of the clutch arm 6 extending vertically from the shift spindle 3, a conversion mechanism 8 for converting the rotational movement of the shift spindle 3 into a straight movement is provided. When the shift spindle 3 is rotated from the neutral position by the drive motor 1, the conversion mechanism 8 releases the connection of the transmission clutch 5 during the rotation process and reverses to the neutral position again regardless of the rotation direction. Return to the connected state in the process of being rotated. The clutch arm 6 and the conversion mechanism 8 are configured so that the shift clutch 5 is disconnected when the shift spindle 3 is rotated to a predetermined angle (for example, ± 6 degrees).
[0015]
One end of the master arm 7 fixed to the shift spindle 3 is engaged with a clutch mechanism 9 provided on the shift drum shaft 8. When the shift spindle 3 is rotated by the drive motor 1, it corresponds to the rotation direction. The shift drum 10 is rotated in the above direction. When the shift spindle 3 is rotated in any direction from the neutral position, the master arm 7 and the clutch mechanism 9 are engaged with the shift spindle 3 to rotate the shift drum 10 and rotate in a direction to return to the neutral position. When moved, the clutch mechanism is configured to release the engaged state and keep the shift drum 10 at the position.
[0016]
The tip of each shift fork 11 engages with an outer peripheral groove 31 of each sleeve 30 described later with reference to FIG. 4, and when each shift fork 11 is translated in the axial direction in accordance with the rotation of the shift drum 10, the shift drum One of the sleeves translates on the main shaft 4 in accordance with the rotation direction and the rotation angle of 10.
[0017]
FIG. 4 is a perspective view of the sleeve 30, and is inserted through the main shaft (not shown) in a state in which it can slide in the axial direction. On the outer peripheral side surface of the sleeve 30, a groove 31 is formed along the circumferential direction to engage the tip of the shift fork. A plurality of convex dowels 32 that engage with a concave dowel 42 of the gear 40 described later with reference to FIG. 5 are formed integrally with the annular flange 33 on the outer peripheral portion of the shaft hole of the sleeve 30.
[0018]
FIG. 5 is a perspective view of the gear 40, which is rotatably supported at a predetermined position on a main shaft (not shown). A plurality of concave dowels 42 that engage with the convex dowels 32 of the sleeve 30 are formed integrally with the annular flange 43 on the outer periphery of the shaft hole of the gear 40. FIG. 3 is a conceptual diagram showing a state in which the sleeve 30 and the gear 40 are engaged with each other by the dowels 32 and 42.
[0019]
9 and 10 are perspective views of a conventional sleeve 38 and gear 48, respectively. In the sleeve 38, a plurality of convex dowels 39 are independently provided coaxially with the shaft hole of the gear. . However, if each convex dowel 39 is configured independently, the bottom area of each convex dowel 39 must be relatively large in order to ensure sufficient strength. For this reason, in the prior art, the ratio of the width in the rotation direction of the convex dowels 39 and the dowel holes 49 of the gear 40 is large, and there are about four convex dowels 39 as shown.
[0020]
FIG. 12 is a diagram schematically showing the relative positional relationship between the convex dowel 39 of the conventional sleeve 38 and the dowel hole 49 of the gear 48. The width D2 of the rotation direction of the dowel hole 49 is a convex dowel. It was about twice the width D1 of 39. For this reason, the period Ta during which the convex dowel 39 cannot engage (dowel in) the dowel hole 49 is longer than the period Tb during which the dowel can be doweled.
[0021]
In contrast, in the present embodiment, each convex dowel 32 is integrally formed by the annular flange 33. Therefore, as shown in FIG. 13, the rotation direction of the convex dowel 32 while maintaining sufficient strength. Width D3 and the width D4 of the concave dowel 42 of the gear 40 can be sufficiently shortened. For this reason, the period Ta during which the convex dowel 32 cannot be doweled into the dowel hole 46 can be made shorter than the period Tb during which doweling can be performed, and the probability of doweling can be improved.
[0022]
Further, in the present embodiment, the difference between the rotation direction width D5 of the dowel hole 46 and the width D3 of the convex dowel 32 can be reduced, so that play after the engagement between the two can be reduced and the speed change can be achieved. Shock and gear shifting noise can be reduced.
[0023]
Further, in the present embodiment, as shown in FIG. 6, while the taper of the convex dowel 32 is curved in a convex shape, the taper of the concave dowel 42 is made linear as shown in FIG. As shown in FIG. 8, the dowels 32 and 42 can be brought into line contact in the axial direction. For this reason, concentration of stress can be prevented, the dowel strength can be substantially improved, and durability and wear resistance can be improved.
[0024]
In such a configuration, when the sleeve 30 is translated to the predetermined position by the shift fork 11 and the convex dowel 32 of the sleeve 30 is doweled into the dowel hole 46 of the gear 40, as is well known, The gears supported in the idle state are engaged with the main shaft 4 by the sleeve and rotate synchronously. As a result, the rotational force transmitted from the clutch shaft to the counter shaft (both not shown) is transmitted to the main shaft 4 through the gear.
[0025]
Although illustration is omitted, the engine of the vehicle on which the electric transmission controlled by the present invention is mounted has four cycles, and the power transmission system from the crankshaft to the main shaft has a centrifugal on the crankshaft. Engine power is transmitted through the clutch and the clutch on the main shaft. Therefore, when the engine speed is equal to or lower than the predetermined value, the centrifugal clutch cuts off the power transmission to the clutch on the main shaft. Therefore, the gear can be shifted to many speeds when the vehicle is stopped.
[0026]
FIG. 14 is a block diagram showing a configuration of a main part of a control system of the electric transmission according to an embodiment of the present invention, and FIG. 15 is a block diagram showing a configuration example of the ECU 100 shown in FIG. It is.
[0027]
In FIG. 14, the drive motor 1 is connected to the MOTOR (+) terminal and the MOTOR (−) terminal of the ECU 100, and the vehicle speed sensor 26 for detecting the vehicle speed and the engine speed are respectively connected to the sensor signal terminals S1, S2, and S3. The Ne sensor 27 for detecting the angle and the angle sensor 28 for detecting the rotation angle of the shift spindle 3 are connected. The shift up switch 51 and the shift down switch 52 are connected to the shift command terminals G1 and G2.
[0028]
The battery 21 is connected to the MAIN terminal of the ECU 100 via the main fuse 22, the main switch 23, and the fuse box 24, and is also connected to the VB terminal via the fail safe (F / S) relay 25 and the fuse box 24. ing. The exciting coil 25a of the fail safe (F / S) relay 25 is connected to the RELAY terminal.
[0029]
In the ECU 100, as shown in FIG. 15, the MAIN terminal and the RELAY terminal are connected to the power supply circuit 106, and the power supply circuit 106 is connected to the CPU 101. The sensor signal terminals S1, S2, S3 are connected to the input terminal of the CPU 101 via the interface circuit 102. The shift command terminals G1 and G2 are connected to an input terminal of the CPU 101 via the interface circuit 103.
[0030]
The switching circuit 105 is configured by connecting FET (1), FET (2) and FET (3), FET (4) connected in series to each other in parallel, and one end of the parallel connection is connected to the VB terminal. The other end is connected to the GND terminal. The connection points of FET (1) and FET (2) are connected to the MOTOR (−) terminal, and the connection points of FET (3) and FET (4) are connected to the MOTOR (+) terminal. Each FET (1) to FET (4) is selectively PWM controlled by the CPU 101 via the pre-driver 104. The CPU 101 controls the FETs {circle around (1)} to FET {circle around (4)} based on the control algorithm stored in the memory 107.
[0031]
Next, the shift control method by the electric transmission of the present invention will be described with reference to the flowcharts of FIGS. 16 to 21 and the operation timing chart of FIG.
[0032]
In step S10, it is determined whether or not any shift switch has been turned on. If it is determined that the shift switch has been turned on, in step S11, the shift switch that has been turned on is the shift-up switch 51 and the shift-down switch 52. Is determined. If it is determined that the upshift switch 51 is turned on, the process proceeds to step S13. If it is determined that the downshift switch 52 is turned on, in step S12, the engine speed Ne is stored as a variable Ne1. Proceed to step S13.
[0033]
In step S13, each FET constituting the switching circuit 105 in the ECU 100 corresponds to the time t in FIG. 22 according to the shift switch that has been turned on. ₁ Is selectively PWM controlled. That is, if the upshift switch 51 is turned on, the FETs {circle around (2)} and {circle around (4)} are PWM-controlled at a duty ratio of 100% while the FETs {circle around (1)} and {circle around (3)} are cut off. As a result, the drive motor 1 starts to rotate in the upshift direction, and in conjunction with this, the shift spindle 3 also starts to rotate in the upshift direction.
[0034]
On the other hand, if the shift down switch 52 is turned on, the FETs {circle around (1)} and {circle around (3)} are PWM controlled at a duty ratio of 100% while the FETs {circle around (2)} and {circle around (4)} are cut off. As a result, the drive motor 1 starts to rotate in the shift-down direction opposite to the shift-up direction, and in conjunction with this, the shift spindle 3 also starts to rotate in the shift-down direction.
[0035]
Thus, when the duty ratio is set to 100%, the shift speed can be increased and the clutch can be quickly disconnected. In this embodiment, the clutch is designed to be disengaged when the shift spindle rotates by 5 to 6 degrees.
[0036]
In step S14, a first timer (not shown) starts measuring time, and in step S15, the rotation angle θ of the shift spindle 3 is measured. ₀ Is detected by the angle sensor 28. In step S16, the detected rotation angle θ ₀ Is the first reference angle θ _REF (In this embodiment, it is determined whether or not it exceeds ± 14 degrees) (+14 degrees or more or −14 degrees or less; hereinafter, simply expressed as ± XX degrees or more).
[0037]
Where the rotation angle θ ₀ Is determined to be ± 14 ° or more, it is highly possible that the sleeve translated by the shift fork 11 has reached the normal insertion (davoyne) position, and thus the process proceeds to step S17. However, the sleeve reaches ± 14 ° or more. Otherwise, it can be determined that the sleeve has not reached the proper insertion position, and thus the process proceeds to step S30 described later.
[0038]
When the sleeve is translated to the normal insertion position, the time t ₂ The rotation angle θ ₀ Is detected, the first timer is reset in step S17. In step S18, each of the FETs of the switching circuit 105 is selectively PWM controlled according to the shift switch that is turned on in order to brake the rotating drive motor 1.
[0039]
That is, during the shift-up, the FETs {circle over (1)} and {circle around (4)} are PWM controlled at a duty ratio of 100% while the FETs {circle around (2)} and {circle around (3)} are cut off. On the other hand, during the downshift, the FETs {circle around (1)} and {circle around (3)} are blocked and the FET {circle around (2)} and {circle around (4)} are PWM controlled at a duty ratio of 100%. As a result, the drive motor 1 is short-circuited and becomes a rotational load, so that the braking action acts on the drive torque of the shift spindle 3 in the shift-up direction or the shift-down direction, and the impact when the shift spindle 3 comes into contact with the stopper is weakened. It is advantageous in terms of strength and noise. Note that the rotation angle of the shift spindle 3 when contacting the stopper is 18 degrees.
[0040]
In step S19 of FIG. 17, the second timer for defining the braking time starts counting, and in step S20, it is determined whether or not the counting time of the second timer has exceeded 15 ms. Until the time measured by the second timer exceeds 15 ms, the process proceeds to step S21, and engine speed (Ne) control, which will be described in detail later, is executed. Then time t _Three When the measured time exceeds 15 ms, the process proceeds to step S22 and the second timer is reset.
[0041]
In step S23, each FET of the switching circuit 105 is selectively PWM controlled according to the shift switch that is turned on. That is, during the shift-up, the FETs {circle around (2)} and {circle around (4)} are PWM controlled at a duty ratio of 70% while the FETs {circle around (1)} and {circle around (3)} are cut off. On the other hand, during downshifting, the FETs {circle over (1)} and {circle over (3)} are PWM-controlled with a duty ratio of 70% while the FETs {circle around (2)} and {circle around (4)} are cut off. As a result, since the sleeve is pressed against the gear side with a relatively weak torque, the load applied to each dowel before the dowel is reduced, and the dowel-in state can be reliably maintained.
[0042]
In step S24, the third timer starts measuring time, and in step S25, it is determined whether or not the time measured by the third timer has exceeded 70 ms. If the measured time does not exceed 70 ms, the process proceeds to step S26 and Ne control is executed. If the timed time exceeds 70 ms, the third timer is reset in step S27, and in step S27, the time t _Four Then, clutch ON control described later is started.
[0043]
Note that the time-up time of the third timer in the present embodiment is determined based on the period Ta during which doweling cannot be performed as described with reference to FIG. That is, the time-up time (70 ms) is set so that the pressing control is executed at least during the time when the period Ta elapses. During this time, the convex dowels and the concave dowels are brought into contact with each other. However, since the duty ratio is reduced to 70%, the load applied to each dowel is small, which is advantageous in terms of strength.
[0044]
Further, the time-up time of the third timer is not limited to a fixed value. For example, if the gear is in the 1st to 3rd speed range, the time is up to 70 ms, and if the gear is in the 4th to 5th speed range, the time is up to 90 ms. In addition, it may be variably set as a function of the gear.
[0045]
On the other hand, in step S16 of FIG. ₀ Is determined to be less than the first reference value, the process proceeds to step S30 in FIG. In step S30, it is determined whether or not the time measured by the first timer has exceeded 200 ms. Since it is initially determined that the time has not exceeded, the control returns to step S16 in FIG. 16 after executing Ne control in step S31.
[0046]
Thereafter, when it is determined that the time measurement of the first timer exceeds 200 ms and the current shift change has failed, the first timer is reset in step S32. In step S33, a count value of a re-entry counter, which will be described later, is referred to. If the reset state (= 0), it is determined that re-entry control has not been executed, and the process proceeds to step S34. Executed. This is because if the shift change takes time, the driver may feel uncomfortable.
[0047]
On the other hand, if the re-entry counter is in the set state (= 1), it is determined that the shift change is not successful even though the re-entry control is executed, and the clutch is engaged without performing the shift change. Proceed to step S35. In step S35, the re-entry counter is reset, and in step S36, clutch ON control described later is executed.
[0048]
Next, the control method of the re-entry control will be described with reference to the flowchart of FIG. In the re-entry control, when the sleeve that is translated in the axial direction by the shift fork cannot move to the normal fitting position, the moving torque is temporarily reduced, and then the predetermined torque is applied again to move again ( This is a process of trying to enter.
[0049]
In step S40, the duty ratio of the FETs under PWM control, that is, FETs {circle around (2)} and {circle around (4)} during shifting up, and FETs {circle around (1)} and {circle around (3)} during shifting down are reduced to 20%. . As a result, the drive torque applied to the sleeve by the shift fork 11 is weakened.
[0050]
In step S41, the fourth timer starts timing, and in step S42, it is determined whether or not the time measured by the fourth timer has exceeded 20 ms. If the measured time does not exceed 20 ms, the process proceeds to step S43 and Ne control is executed. If the timed time exceeds 20 ms, the fourth timer is reset in step S44, and the re-entry counter is set in step S45. Thereafter, the processing returns to step S13 in FIG. 16, and the drive motor 1 is PWM-controlled again with a duty ratio of 100%, so that a large initial torque is applied to the sleeve.
[0051]
In this embodiment, if the shift change is not normally performed as described above, the sleeve pressing torque is temporarily weakened and then pressed again with a strong torque so that the sleeve can be easily re-entered. become.
[0052]
Next, before describing the operations of the Ne control and the clutch ON control in detail, the gist and outline of each control will be described with reference to FIGS.
[0053]
As shown in FIG. 22, in this embodiment, the time t ₁ When the shift spindle starts to rotate at time t ₁₁ At time t _Three This completes the rotation of the shift spindle. Then time t _Four After performing the pushing control until the clutch connection control is started.
[0054]
At this time, in order to reduce the shift shock, it is necessary to connect the clutch at a low speed, in other words, to reduce the rotation speed of the shift spindle 3. On the other hand, since the shift speed depends on the rotation speed of the shift spindle 3, it is necessary to increase the rotation speed of the shift spindle 3 in order to realize a quick shift.
[0055]
Therefore, in the present invention, in order to satisfy the above two conditions at the same time, as shown in FIG. _Four To t _Five Until the vicinity of the angle range where the clutch is connected, the shift spindle 3 is rotated at a high speed, and the time t _Five Thereafter, the shift spindle 3 is rotated at a low speed in an angle range where the clutch reaches the engaged state. With this two-stage return control, the present embodiment achieves both reduction of shift shock and reduction of shift time.
[0056]
Further, in the present embodiment, the clutch connection timing is controlled to the optimum timing in accordance with the accelerator operation of each driver. 23 and 24 show the shift spindle position θ by clutch ON control and Ne control executed at the time of upshifting and downshifting, respectively. ₀ FIG. 5 is a diagram showing how the engine speed Ne changes.
[0057]
As shown in FIG. 23, when shifting up, it is common to return the accelerator to turn on the shift-up switch 51, and then open the accelerator after the shift operation is performed and the clutch is reconnected. However, the engine speed Ne at that time changes as shown by the solid line a. At this time, the shift spindle is controlled as indicated by solid lines A and B.
[0058]
However, some drivers may operate the upshift switch 51 without returning the accelerator, or may open the accelerator before the clutch is reconnected. In such a case, the driver wants a quick shift change. Therefore, it is desirable to connect the clutch quickly.
[0059]
Therefore, in the present embodiment, when the engine speed Ne changes as indicated by the solid line b, it is determined that the driver has operated the upshift switch 51 without returning the accelerator, and the engine speed Ne is indicated by the solid line c. When the change occurs, it is determined that the accelerator is opened earlier than the timing at which the clutch is connected, and quick return control for immediately connecting the clutch is executed, as indicated by solid lines C and D, respectively. I made it.
[0060]
On the other hand, as shown in FIG. 24, it is general that the accelerator is returned and the shift down switch 52 is turned on also at the time of the shift down, and then the accelerator is opened after the shift operation is executed and the clutch is reconnected. The engine speed Ne at that time changes as shown by the solid line a. At this time, the shift spindle is controlled in two stages as indicated by solid lines A and B.
[0061]
However, the engine may be blown idly at the time of downshift. In such a case, even if the clutch is quickly connected, there is little shift shock, so it is desirable to quickly connect the clutch.
[0062]
Therefore, in this embodiment, when the engine speed Ne changes as indicated by solid lines b and c, the driver determines that the engine has blown, and quick return control as indicated by solid lines C and D, respectively. Was made to run.
[0063]
Next, the operation of Ne control and clutch ON control for realizing the above-described two-stage return control and quick return control will be described in detail. FIG. 20 is a flowchart showing a Ne control control method executed in steps S21, S26, S31, and S43.
[0064]
In step S50, the current engine speed Ne is measured. In step S51, the peak hold value Nep and the bottom hold value Neb of the engine speed Ne measured so far are updated based on the current engine speed Ne. In step S52, it is determined whether the shift is up or down. If the shift is up, the process proceeds to step S56. If the shift is down, the process proceeds to step S53.
[0065]
In step S56, it is determined whether or not the difference (Ne−Neb) between the current engine speed Ne detected in step S50 and the bottom hold value Neb updated in step S51 is 50 rpm or more.
[0066]
This determination is a determination of whether or not the accelerator is closed at the time of upshifting. If the difference is 50 rpm or more, the driver has operated the upshift switch 51 without returning the accelerator or the clutch is engaged. It is determined that the accelerator is opened earlier than the timing. In this case, the process proceeds to step S55 to immediately connect the clutch, and after the quick return flag F is set, the process ends. If the difference is less than 50 rpm, the engine speed control is terminated without setting the quick return flag F to continue normal control.
[0067]
On the other hand, if it is determined in step S52 that the gear is being shifted down, in step S53, the difference (Ne−Ne1) between the current engine speed Ne and the engine speed Ne1 stored in step S12 is 300 rpm or more. If the difference is 300 rpm or more, in step S54, the difference (Nep-Ne) between the peak hold value Nep updated in step S51 and the current engine speed Ne is 50 rpm. It is determined whether or not this is the case.
[0068]
The judgment is a shift down Sometimes it is a determination as to whether or not the driver has blown off the engine. Also Positive and shift down Sometimes it is determined that the driver has blown the air, and the process proceeds to step S55. After the quick return flag F is set, the process is terminated.
[0069]
FIG. 21 is a flowchart showing a control method of clutch ON control executed in steps S28 and S36.
[0070]
In step S70, it is determined whether or not the vehicle speed is substantially zero. In the present embodiment, if the vehicle speed is 3 km / h or less, it is determined that the vehicle speed is substantially 0, and the process proceeds to step S72 where the target angle θ of the shift spindle 3 is determined. _T After setting the neutral position to, the process proceeds to step S73. This is because the shift is in a state where the vehicle is substantially stopped, and in such a case, a shift shock is not generated.
[0071]
If it is determined in step S70 that the vehicle speed is 3 km / h or more, in step S71, the rotation of the shift spindle 3 is limited to 6 degrees from the angle (± 18 degrees in this embodiment) limited by the stopper. Return the second reference angle (ie, ± 12 degrees) to the target angle θ _T After setting, the process proceeds to step S73. In step S73, the current rotation angle θ of the shift spindle 3 is detected by the angle sensor 28. ₀ Is detected, and in step S74, the Ne control is executed.
[0072]
In step S75, a PID addition value for proportional integral derivative (PID) control is obtained. That is, the current rotation angle θ detected in step S73. ₀ And target angle θ _T Difference (θ ₀ −θ _T ), The integral (I) term that is the integral value of the P term, and the differential (D) term that is the differential value of the P term are respectively obtained and added. In step S76, the duty ratio of PWM control is determined based on the obtained PID addition value, and in step S77, PWM control is executed.
[0073]
FIG. 25 is a diagram showing the relationship between the PID addition value and the duty ratio. If the polarity of the PID addition value is positive, the positive duty ratio is selected according to the value, and the polarity of the PID addition value is determined. If is negative, a negative duty ratio is selected according to the value. Here, the polarity of the duty ratio indicates a combination of FETs that are PWM controlled. For example, a duty ratio of 50% means that FETs {2} and {4} are PWM controlled with a duty ratio of 50%. The meaning of −50% and duty ratio means that the FETs {1} and {3} are PWM controlled with a duty ratio of 50%.
[0074]
In step S78, it is determined whether or not the time measured by the sixth timer has exceeded 100 ms. Since the sixth timer has not started time measurement at first, the process proceeds to step S79. In step S79, timing of the fifth timer is started. In step S80, it is determined whether or not the time measured by the fifth timer has exceeded 10 ms. Since the time has not exceeded at first, the process returns to step S73, and the processes in steps S73 to S80 are repeated.
[0075]
Thereafter, time t in FIG. _Five When the time measured by the fifth timer exceeds 10 ms, the fifth timer is reset in step S81, and in step S82, it is determined whether or not the quick return flag F is set. If the quick return flag F is in the set state, in step S83, an angle obtained by subtracting 2 to 4 degrees from the current target angle is registered as a new target angle in order to execute the quick return control. If the return flag F is not set, an angle obtained by subtracting 0.2 degrees from the current target angle is registered as a new target angle in step S84.
[0076]
In step S85, it is determined whether or not the target angle is close to the neutral angle, and the processes in steps S73 to S85 are repeated until the target angle is sufficiently close to the neutral angle. Thereafter, when the target angle is sufficiently close to the neutral angle, in step S86, the neutral angle is registered as the target angle, and in step S87, the sixth timer starts measuring time.
[0077]
On the other hand, if it is determined in step S78 that the time measured by the sixth timer has exceeded 100 ms, the sixth timer is reset in step S90. In step S91, the quick return flag F is reset, and in step S92, the PWM control of the switching circuit 105 is terminated.
[0078]
When the gear is shifted from the neutral state during high speed running or high engine rotation, a relatively large engine brake is applied and an excessive load is applied to the engine. Therefore, in the present embodiment, there is provided a shift prohibiting system that prevents the control of FIG. 16 even when the shift-up switch 51 is turned on when the vehicle speed is 10 km / h or more or the engine speed is 3000 rpm or more.
[0079]
FIG. 11 is a functional block diagram of the shift prohibiting system. The neutral detection unit 81 outputs an “H” level signal when the gear is in the neutral position. The vehicle speed determination unit 82 outputs an “H” level signal when the vehicle speed is 10 km / h or higher. The engine speed determination unit 83 outputs an “H” level signal when the engine speed is 3000 rpm or more.
[0080]
The OR circuit 84 outputs an “H” level signal when the output of the vehicle speed determination unit 82 or the engine speed determination unit 83 is “H” level, and the AND circuit 85 outputs the output of the OR circuit 84 and the neutral detection unit. When the output of 81 is “H” level, an “H” level signal is output. If the output of the AND circuit 85 is at “H” level, the shift prohibiting unit 86 prevents the control of FIG. 16 even if the upshift switch 51 is turned on.
[0081]
However, if the vehicle speed is 10 km / h or more or the engine speed is 3000 rpm or more and the vehicle is erroneously shifted to neutral during acceleration from the first speed, the re-acceleration takes time. If the vehicle is traveling at a vehicle speed (for example, when the vehicle speed is 3 km / h or more), a system for prohibiting a shift to neutral may be further added.
[0082]
【The invention's effect】
According to the present invention, when the driver turns on the upshift switch without returning the accelerator, opens the accelerator before the clutch is reconnected, or when the engine is blown at the time of downshifting, etc. When the driver operates the accelerator during the control, the clutch is connected accordingly, so that it is possible to perform a shift without a sense of incongruity according to the driver's intention.
[Brief description of the drawings]
FIG. 1 is a plan view of an operation unit of a vehicle on which an electric transmission of the present invention is mounted.
FIG. 2 is a partial cross-sectional view showing a configuration of a main part of a drive system of an electric transmission that is an embodiment of the present invention.
FIG. 3 is a conceptual diagram of a state in which a sleeve and a gear are engaged.
FIG. 4 is a perspective view of a sleeve of the present invention.
FIG. 5 is a perspective view of the gear of the present invention.
FIG. 6 is a partially enlarged view of a convex dowel 32 of a sleeve.
FIG. 7 is a partially enlarged view of the concave dowel 42 of the gear.
FIG. 8 is a view showing an engagement state between a convex dowel 32 and a concave dowel 42. FIG.
FIG. 9 is a perspective view of a conventional sleeve.
FIG. 10 is a perspective view of a conventional gear.
FIG. 11 is a functional block diagram of a shift prohibition system.
FIG. 12 is a diagram schematically illustrating a conventional engagement timing between a sleeve and a gear.
FIG. 13 is a diagram schematically showing the timing of engagement between a sleeve and a gear according to the present invention.
FIG. 14 is a block diagram showing a configuration of a main part of a control system of an electric transmission that is an embodiment of the present invention.
15 is a block diagram showing a configuration example of an ECU 100 shown in FIG.
FIG. 16 is a first flowchart of the embodiment of the present invention.
FIG. 17 is a second flowchart of the embodiment of the present invention.
FIG. 18 is a third flowchart of the embodiment of the present invention.
FIG. 19 is a flowchart (part 4) according to the embodiment of the present invention;
FIG. 20 is a flowchart (No. 5) according to the embodiment of the present invention;
FIG. 21 is a flowchart (No. 6) according to the embodiment of the present invention;
FIG. 22 is an operation timing chart of the shift spindle according to the present invention.
FIG. 23 is an operation timing chart (during shift up) of the shift spindle and the engine speed according to the present invention.
FIG. 24 is an operation timing chart (during downshift) of the shift spindle and the engine speed according to the present invention.
FIG. 25 is a diagram showing a relationship between a PID addition value and a duty ratio.
[Explanation of symbols]
1 ... Drive motor
2 ... Reduction gear mechanism
3 ... Shift spindle
5. Shifting clutch
10 ... shift drum
11 ... shift fork
28 ... Angle sensor
30 ... Sleeve
40 ... Gear
51. Shift-up switch
52. Shift down switch

Claims (2)

A transmission shaft that is rotated by a drive motor, an angle sensor that detects a rotational position of the transmission shaft, a transmission mechanism that engages and disengages a clutch in conjunction with the rotation of the transmission shaft, and an interlock that is associated with the rotation of the transmission shaft. And a speed change control method for an electric transmission including a speed change mechanism for switching gears,
A procedure for determining whether or not a first condition in which the accelerator is not returned at the time of shift up is satisfied;
A procedure for determining whether or not a second condition for opening the accelerator before clutch engagement at the time of shift up is satisfied;
A procedure for determining whether or not a third condition for idling the engine during downshifting is satisfied;
At the time of transition from the disengaged state to the engaged state of the clutch, the rotational speed of the transmission shaft by the drive motor is always rotated at the first speed, and when any of the first to third conditions is satisfied, the first And a step of rotating at a second speed higher than the speed of the speed change control method for the electric transmission. A transmission shaft that is rotated by a drive motor, an angle sensor that detects a rotational position of the transmission shaft, a transmission mechanism that engages and disengages a clutch in conjunction with the rotation of the transmission shaft, and an interlock that is associated with the rotation of the transmission shaft. And an electric transmission including a transmission mechanism for switching gears,
Storage means for storing a first control content related to the rotation direction and speed of the transmission shaft when the clutch is engaged and a second control content different from the first control content;
Control means for rotating the drive motor in a predetermined direction at a predetermined speed based on each control content;
Means for detecting a first condition in which the accelerator is not returned when shifting up;
Means for detecting a second condition in which the accelerator is opened before clutch engagement at the time of upshifting;
Means for detecting a third condition in which the engine is blown idle during downshifting;
The first control content includes the content of rotating the rotational speed of the transmission shaft by the drive motor at the first speed when the clutch is shifted from the disconnected state to the connected state.
The second control content is that when the clutch is shifted from the disengaged state to the engaged state, the rotational speed of the transmission shaft by the drive motor is determined from the first speed if any of the first to third conditions is satisfied. And an electric transmission including the content of rotating at a higher second speed .

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