JP3955018B2 - Shift control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a shift control apparatus for a hybrid vehicle capable of transmitting driving forces of an engine and a motor to driving wheels via a transmission.

An automatic transmission control device described in Patent Document 1 below includes a throttle opening sensor that detects an engine load, an input rotation speed sensor that detects an input rotation speed and an output rotation speed of the automatic transmission, and an output rotation speed sensor. When the transmission of the automatic transmission is controlled based on the output of the throttle opening sensor and the output of the input speed sensor at normal times, and either the throttle opening sensor or the input speed sensor is abnormal In this case, the shift of the automatic transmission is controlled based on the output of the output rotational speed sensor.
Japanese Patent Publication No. 4-75427

  By the way, in a hybrid vehicle that can travel with the driving force of the engine and the driving force of the motor, when the transmission is controlled to be shifted based on the rotation speeds of the main shaft and the counter shaft, if the counter shaft rotation speed sensor fails, the transmission shifts. There is a problem that control is not performed with high accuracy. Even if the countershaft rotational speed sensor is functioning normally, if the rotational speed of the countershaft can be detected with higher accuracy, transmission shift control can be performed with higher accuracy.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to perform a gear shift control with high accuracy when gear shift control is performed on a transmission of a hybrid vehicle based on the rotation speeds of a main shaft and a counter shaft. To do.

To achieve the above object, according to the first aspect of the present invention, there is provided a transmission for controlling a transmission ratio between a main shaft connected to the engine and a countershaft connected to the drive wheel, and a clutch on the drive wheel. A motor that is connected via a mechanism and rotates at a rotation rate of a predetermined ratio with respect to the rotation number of the drive wheel, a main shaft rotation number sensor that detects the rotation number of the main shaft, and a counter that detects the rotation number of the counter shaft Shifting of a hybrid vehicle comprising a shaft rotational speed sensor , control means for controlling transmission shift based on the rotational speed of the main shaft and the rotational speed of the counter shaft, and an abnormality detecting means for detecting abnormality of the counter shaft rotational speed sensor in the control apparatus, the control means, the counter shaft rotated by the abnormality detecting means When an abnormality is detected the output of the counter shaft rotation speed sensor of the sensor is not available, as well as connecting the motor to the drive wheels to engage the clutch mechanism, the motor detected by the motor rotational speed sensor the rotational speed of the countershaft Rutotomoni seek speed shift control apparatus for a hybrid vehicle the motor speed during engagement of the clutch mechanism is characterized in that the shift control of the transmission so as not to exceed the predetermined value is proposed.

  The manual transmission T of the embodiment corresponds to the transmission of the present invention, the electronic control unit U of the embodiment corresponds to the control means of the present invention, and the fifth synchromesh mechanism 56 corresponds to the clutch mechanism of the present invention. .

According to the first aspect, a motor by connecting when the output of its counter shaft rotation speed sensor of a hybrid vehicle transmission is in an abnormal is not available, the motor to the drive wheels to engage the clutch mechanism Since the countershaft is rotated in synchronization with the countershaft and the transmission of the countershaft is controlled by obtaining the countershaft rotation speed from the motor rotation speed detected by the motor rotation speed sensor, the transmission is controlled even if an abnormality occurs in the countershaft rotation speed sensor. The shift control can be continued without any hindrance and with high accuracy. In addition, since the transmission is controlled so that the rotational speed of the motor does not exceed a predetermined value while the clutch mechanism is engaged, it is possible to reliably prevent the motor from over-rotating and being damaged.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 to 9 show a first embodiment of the present invention. FIG. 1 is a longitudinal sectional view of a manual transmission for a hybrid vehicle (a sectional view taken along the line 1-1 of FIG. 5), and FIG. FIG. 3 is an enlarged view of a portion B in FIG. 1, and FIG. 4 is an enlarged view of a portion C in FIG. 5 is a cross-sectional view taken along line 5-5 in FIG. 1, FIG. 6 is a skeleton diagram of the manual transmission, FIG. 7 is a block diagram of a control system of the manual transmission, and FIG. 8 is a flowchart for explaining the operation of the first embodiment. FIG. 9 is a flowchart of a subroutine of steps S3 and S7 in FIG.

  As shown in FIGS. 1 to 6, the manual transmission T for a hybrid vehicle includes a transmission case 13 in which a first casing 11 on the right side and a second casing 12 on the left side are coupled with a split surface extending in the longitudinal direction of the vehicle body. The engine E is coupled to the opening 11 a on the right side surface of the first casing 11. The first and second casings 11 and 12 support the main shaft MS via the ball bearings 14 and 15, and support the counter shaft CS via the roller bearing 16 and the ball bearing 17, and further the main shaft MS. A reverse countershaft RCS shorter than the countershaft CS is supported. The right end of the main shaft MS is connected to the crankshaft 18 of the engine E via the clutch C.

  The motor M includes a motor case 19 including a main body casing 19 a, a front cover 12 a coupled to the front surface thereof, and a rear cover 20 coupled to the rear surface thereof. The front cover 12 a is integrated with the second casing 12. Formed. Therefore, the front cover 12 a constitutes a part of the motor case 19, not a part of the mission case 13. The motor output shaft MOS is supported by the first and second casings 11 and 12 via ball bearings 21 and 22, and the rotor 23 fixed to the motor shaft 70 is fixed to the inner peripheral surface of the motor case 19. Opposing to the stator 24.

  A main first speed gear 25, a main second speed gear 26 and a main reverse gear 27 are fixed to the main shaft MS, and a main third speed gear 28, a main fourth speed gear 29, a main fifth speed gear 30 and a main sixth speed gear 31 are fixed. Are supported so as to be relatively rotatable via needle bearings 32 to 35, respectively. Further, on the counter shaft CS, a counter first speed gear 36 and a counter second speed gear 37 are supported so as to be relatively rotatable via needle bearings 38 and 39, respectively, and a counter third speed gear 40, a counter fourth speed gear 41, and a counter fifth speed are supported. A gear 42, a counter sixth speed gear 43, a counter reverse gear 44, and a final drive gear 45 are fixedly provided.

  The main first speed gear 25, the main second speed gear 26, the main third speed gear 28, the main fourth speed gear 29, the main fifth speed gear 30 and the main sixth speed gear 31 are respectively a counter first speed gear 36, a counter second speed gear 37, It meshes with the counter third speed gear 40, the counter fourth speed gear 41, the counter fifth speed gear 42, and the counter sixth speed gear 43. The counter first speed gear 36 and the counter second speed gear 37 can be selectively coupled to the counter shaft CS via the first synchromesh mechanism 46, and the main third speed gear 28 and the main fourth speed gear 29 are the second synchromesh mechanism. The main fifth speed gear 30 and the main sixth speed gear 31 can be selectively coupled to the main shaft MS via the third synchromesh mechanism 48.

  On the reverse countershaft RCS, a reverse first gear 49 and a reverse second gear 50 are supported so as to be relatively rotatable via needle bearings 51 and 52, respectively. The reverse first gear 49 is always meshed with the main reverse gear 27. The reverse second gear 50 always meshes with the counter reverse gear 44. The reverse first gear 49 and the reverse second gear 50 can be coupled to each other via the fourth synchromesh mechanism 53.

  A motor output gear 54 that is always meshed with the reverse second gear 50 is supported on the motor output shaft MOS via a needle bearing 55 so as to be relatively rotatable. The motor output gear 54 is connected via a fifth synchromesh mechanism 56. Can be coupled to the motor output shaft MOS.

  The manual transmission T according to the present embodiment operates automatically, and the clutch C and the first to fifth synchromesh mechanisms 46, 47, 48, 53, and 56 are not operated manually by a driver but automatically by an actuator. It comes to work.

  A differential case 57 of the differential gear D is supported on the first casing 11 and the second casing 12 via ball bearings 58 and 59, and a final driven gear 60 provided on the differential case 57 is connected to the final drive gear 45 of the countershaft CS. Mesh. Two differential pinions 62, 62 are rotatably supported on a pinion shaft 61 provided in the differential case 57, and the two differential side gears 63, 63 mesh with these differential pinions 62, 62. The left and right axles 64, 64 coupled to the differential side gears 63, 63 and supported by the differential case 57 so as to be relatively rotatable are connected to the left and right drive wheels W, W, respectively.

  In order to detect the rotational speed Nm of the main shaft MS, a main shaft rotational speed sensor Sm is provided so as to face the main second speed gear 26 provided on the main shaft MS, and to detect the rotational speed Nc of the counter shaft CS. A counter shaft rotational speed sensor Sc is provided so as to face the counter fourth speed gear 41 provided on the counter shaft CS. In order to detect the rotational speed Nmot of the motor M, a motor rotational speed sensor Smot made of a resolver is provided at the shaft end of the motor shaft 70.

  As shown in FIG. 7, the main shaft rotational speed sensor Sm, the counter shaft rotational speed sensor Sc, and the motor rotational speed sensor Smot are connected to the electronic control unit U. The electronic control unit U is connected to the rotational speed Nm of the main shaft MS and the counter shaft. The first synchromesh mechanism 46, the second synchromesh mechanism 47, the third synchromesh mechanism 48, and the fourth synchromesh are operated by the shifting actuator A of the manual transmission T based on the rotation speed Nc of the CS and the rotation speed Nmot of the motor M. The mechanism 53 and the fifth synchromesh mechanism 56 are operated to control the shift.

  FIG. 5 is a cross-sectional view of the second casing 12 of the manual transmission T cut in the vicinity of the split surface with the first casing 11, and the reverse countershaft RCS is disposed at the front lower side of the main shaft MS connected to the engine E. The motor output shaft MOS is arranged at the front lower side. A counter shaft CS is disposed below the main shaft MS, and a differential gear D is disposed below. An S-shaped partition 12b extending from the front wall to below the countershaft CS is provided at the lower part of the second casing 12, and below the motor output shaft MOS and the motor output gear 54 at the front of the partition 12b. An oil sump 65 is formed so as to surround.

  Next, the operation of the first embodiment of the present invention having the above configuration will be described.

  When traveling forward by the engine E, the fifth synchromesh mechanism 56 separates the motor output gear 54 from the motor output shaft MOS so that the driving force is not transmitted back to the motor M, and the fourth synchromesh mechanism 53 reverses the driving force. The coupling between the first gear 49 and the reverse second gear 50 is released.

  When the counter first-speed gear 36 is coupled to the countershaft CS by the first synchromesh mechanism 46, the first-speed gear stage is established, and the rotation of the main shaft MS connected to the engine E via the clutch C causes the main first-speed gear 25 to rotate. The first transmission gear 36, the counter shaft CS, the final drive gear 45, the final driven gear 60, the differential gear D, and the axles 64 and 64 are transmitted to the drive wheels W and W. When the first synchromesh mechanism 46 couples the counter second speed gear 37 to the counter shaft CS, a second speed shift stage is established, and the rotation of the main shaft MS is transmitted from the main second speed gear 26 to the counter second speed gear 37 and driven. The wheels W are driven.

  When the main third speed gear 28 is coupled to the main shaft MS by the second synchromesh mechanism 47, the third speed gear stage is established, and the rotation of the main shaft MS is transmitted from the main third speed gear 28 to the counter third speed gear 40 and driven. The wheels W are driven. When the second synchromesh mechanism 47 couples the main 4-speed gear 29 to the main shaft MS, a 4-speed gear stage is established, and the rotation of the main shaft MS is transmitted from the main 4-speed gear 29 to the counter 4-speed gear 41 and driven. The wheels W are driven. When the third 5-speed gear 30 is coupled to the main shaft MS by the third synchromesh mechanism 48, a fifth-speed gear stage is established, and the rotation of the main shaft MS is transmitted from the main fifth-speed gear 30 to the counter fifth-speed gear 42 and driven. The wheels W are driven. When the main 6th speed gear 31 is coupled to the main shaft MS by the third synchromesh mechanism 48, a 6th speed stage is established, and the rotation of the main shaft MS is transmitted from the main 6th speed gear 31 to the counter 6th speed gear 43 and driven. The wheels W are driven.

  The rotation of the countershaft CS connected to the drive wheels W, W is always transmitted to the motor output gear 54 via the counter reverse gear 44 and the reverse second gear 50, but the motor is driven by the fifth synchromesh mechanism 56. By disconnecting the output gear 54 from the motor output shaft MOS, the motor M is forcibly rotated at high speed by external force during high-speed running, resulting in a decrease in durability, or the fuel consumption of the engine E increases due to the friction of the motor M. Can be prevented.

  However, when the vehicle is decelerating and there is no possibility that the motor M will be over-rotated by an external force, the motor output gear 54 is coupled to the motor output shaft MOS by the fifth synchromesh mechanism 56, so that the motor M Can function as a generator to perform regenerative braking.

  When reverse travel is performed by the engine E, the reverse first gear 49 and the reverse second gear 50 are integrally coupled by the fourth synchromesh mechanism 53 to establish the reverse shift speed. As a result, the rotation of the main shaft MS connected to the engine E via the clutch C causes the main reverse gear 27, the reverse first gear 49, the reverse second gear 50, the counter reverse gear 44, the counter shaft CS, and the final drive gear. 45, the final driven gear 60, the differential gear D and the axles 64, 64 are transmitted to the drive wheels W, W.

  When the motor M is driven while the motor output gear 54 is coupled to the motor output shaft MOS by the fifth synchromesh mechanism 56 during forward travel or reverse travel by the engine E described above, the driving force of the motor M is converted to the motor output gear. 54, the driving force of the engine E can be assisted by the driving force of the motor M by transmitting to the counter shaft CS via the reverse second gear 50 and the counter reverse gear 44. However, the driving direction of the motor M is reversed depending on whether the vehicle is traveling forward or traveling backward.

  When the vehicle is driven forward or backward using only the driving force of the motor M without using the driving force of the engine E, the motor output gear 54 is coupled to the motor output shaft MOS by the fifth synchromesh mechanism 56, and With the fourth synchromesh mechanism 53 releasing the connection of the reverse first gear 49 and the reverse second gear 50, the motor M is driven forward or reverse. Thus, the driving force of the motor M is driven through the motor output gear 54, the reverse second gear 50 and the counter reverse gear 44, the counter shaft CS, the final drive gear 45, the final driven gear 60, the differential gear D, and the axles 64 and 64. It is transmitted to the wheels W.

  When the driving force of the motor M is transmitted to the driving wheels W, W, the rotation of the motor output gear 54 coupled to the motor output shaft MOS is transmitted to the counter shaft CS via the second reverse gear 50. Can be obtained by using the existing second reverse gear 50 and the counter reverse gear 44, and it is necessary to provide a special reduction gear on the counter shaft CS. As a result, the number of parts can be reduced, the length of the countershaft CS can be prevented from increasing, and the axial dimension of the manual transmission T can be reduced. In addition, since the fourth synchromesh mechanism 53 for establishing the reverse gear position is provided on the reverse countershaft RCS which is shorter than the countershaft CS, the manual transmission T is compared with the case where the synchromesh mechanism is disposed on the countershaft CS. The axial dimension of can be reduced.

  The shift control of the manual transmission T described above will be further described based on the flowchart of FIG.

  First, at step S1, the main shaft rotation speed sensor Sm and the counter shaft rotation speed sensor Sc detect the rotation speed Nm of the main shaft MS and the rotation speed Nc of the counter shaft CS. If the countershaft rotation speed sensor Sc is normal in the subsequent step S2, the shift of the manual transmission T is controlled as usual based on the rotation speed Nm of the main shaft MS and the rotation speed Nc of the countershaft CS in step S3.

  On the other hand, if the counter shaft rotation speed sensor Sc is not normal in step S2, the clutch of the motor M, that is, the fifth synchromesh mechanism 56 is engaged in step S4, and the motor output shaft MOS is driven through the counter shaft CS. W is connected to W, W is detected by the motor rotation speed sensor Smot at step S5, and the rotation speed Nmot of the motor M is multiplied by a constant K at step S6, and the rotation speed Nc ′ of the countershaft CS is multiplied. Is calculated.

  The rotational speed Nc ′ of the countershaft CS can be calculated from the rotational speed Nmot of the motor M regardless of the gear position of the manual transmission T. Both the motor M and the countershaft CS are proportional to the rotational speeds of the drive wheels W and W. This is because it rotates at the rotational speed. The value of the constant K is uniquely determined by the number of teeth of the motor output gear 54, the reverse second gear 50, and the counter reverse gear 44. In step S7, the shift of the manual transmission T is controlled based on the rotational speed Nm of the main shaft MS and the rotational speed Nc ′ of the countershaft CS calculated from the rotational speed Nmot of the motor M.

  Thus, even if an abnormality occurs in the countershaft rotation speed sensor Sc and the rotation speed Nc of the countershaft CS cannot be detected, the fifth synchromesh mechanism 56 causes the motor M to be driven through the countershaft CS via the countershaft CS. By using the rotation speed Nc ′ of the countershaft CS calculated from the rotation speed Nmot of the motor M detected by the motor rotation speed sensor Smot, the shift control of the manual transmission T is continued without any trouble and with high accuracy. be able to.

  The abnormality detection of the countershaft rotation speed sensor Sc is not only directly detected such as a short circuit of the countershaft rotation speed sensor Sc but also the motor M detected by the motor rotation speed sensor Smot when the fifth synchromesh mechanism 56 is fastened. The rotation speed Nmot of the counter shaft CS and the rotation speed Nc of the countershaft CS detected by the countershaft rotation speed sensor Sc can be compared.

  FIG. 9 is a flowchart showing the shift control for preventing over-rotation of the motor M, which is a subroutine of steps S3 and S7.

  First, if the fifth synchromesh mechanism 56 is fastened in step S11 and the motor M and the countershaft CS are connected, the rotational speed Nc of the countershaft CS, that is, the rotational speed Nmot of the motor M is a predetermined value in step S12. If the manual transmission T is controlled to shift up in the shift-up direction, and the fifth synchromesh mechanism 56 is disengaged and the motor M and the countershaft CS are not connected, in step S13 the manual transmission T Is controlled as usual. Thereby, it is possible to prevent the motor M from over-rotating and being damaged.

  Next, a second embodiment of the present invention will be described based on the flowchart of FIG.

  First, if the clutch of the motor M, that is, the fifth synchromesh mechanism 56 is engaged in step S21, the rotational speed Nm of the main shaft MS is detected by the main shaft rotational speed sensor Sm in step S22, and the motor rotational speed sensor Smot. Then, the rotational speed Nmot of the motor M is detected, and the rotational speed Nc ′ of the counter shaft CS is calculated by multiplying the rotational speed Nmot of the motor M by a constant K in step S23. The value of the constant K is uniquely determined by the number of teeth of the motor output gear 54, the reverse second gear 50, and the counter reverse gear 44. In step S24, the shift of the manual transmission T is controlled based on the rotational speed Nm of the main shaft MS and the rotational speed Nc ′ of the countershaft CS calculated from the rotational speed Nmot of the motor M. On the other hand, if the clutch of the motor M is not engaged in step S21, the rotational speed Nm of the main shaft MS and the rotational speed Nc of the countershaft CS are detected in step S25, and the rotational speeds Nm and Nc are detected in step S26. Based on this, the shift of the manual transmission T is controlled.

  The motor rotation speed sensor Smot made of a resolver has higher detection accuracy than the counter shaft rotation speed sensor Sc, and therefore the fifth synchromesh mechanism 56 is fastened and the rotation speed Nc of the counter shaft CS is detected by the motor rotation speed sensor Smot. If possible, the rotation speed Nc of the countershaft CS can be detected with higher accuracy by using the output of the motor rotation speed sensor Smot without using the output of the countershaft rotation speed sensor Sc.

  In steps S24 and S26, the control for preventing over-rotation of the motor M described with reference to FIG. 9 is executed.

  Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

  For example, the hybrid vehicle of the embodiment drives a common drive wheel by the engine E and the motor M, but the present invention is a hybrid vehicle in which the main drive wheel is driven by the engine E and the sub drive wheel is driven by the motor M. It can also be applied to. In this case, the rotation speed Nc of the countershaft CS connected to the main drive wheel is proportional to the vehicle speed, and the rotation speed Nmot of the motor M connected to the sub drive wheel is also proportional to the vehicle speed. Thus, the rotational speed Nc ′ of the countershaft CS can be obtained.

  In the embodiment, the manual transmission T is illustrated, but the present invention can also be applied to an automatic transmission that performs a shift using a plurality of clutch mechanisms and a CVT (continuously variable transmission).

  The fifth synchromesh mechanism 56 of the present invention may be a dog clutch or a hydraulic clutch that does not have a synchromesh function.

A longitudinal sectional view of a manual transmission for a hybrid vehicle (a sectional view taken along line 1-1 of FIG. 5) Part A enlarged view of FIG. Part B enlarged view of FIG. Part C enlarged view of FIG. Sectional view along line 5-5 in FIG. Skeleton diagram of manual transmission Block diagram of manual transmission control system Flowchart for explaining the operation of the first embodiment Flowchart of the subroutine of steps S3 and S7 in FIG. Flowchart for explaining the operation of the second embodiment

Explanation of symbols

CS Countershaft E Engine Nc Countershaft rotation speed Nc ′ Countershaft rotation speed Nmot Motor rotation speed Nm Main shaft rotation speed M Motor MS Main shaft Sc Countershaft rotation speed sensor Sm Main shaft rotation speed sensor Smot Motor rotation speed Sensor T Manual transmission (transmission)
U Electronic control unit (control means)
W drive wheel 56 fifth synchromesh mechanism (clutch mechanism)

Claims (1)

A transmission (T) for controlling a transmission ratio between a main shaft (MS) connected to the engine (E) and a countershaft (CS) connected to the drive wheels (W);
A motor (M) connected to the drive wheel (W) via a clutch mechanism (56) and rotating at a rotation speed of a predetermined ratio with respect to the rotation speed of the drive wheel (W);
A main shaft speed sensor (Sm) for detecting the speed (Nm) of the main shaft (MS);
A countershaft rotation speed sensor (Sc) for detecting the rotation speed (Nc) of the countershaft (CS);
Control means (U) for controlling the transmission (T) based on the rotational speed (Nm) of the main shaft (MS) and the rotational speed (Nc) of the countershaft (CS);
An abnormality detection means for detecting an abnormality of the countershaft rotation speed sensor (Sc);
In a shift control device for a hybrid vehicle comprising:
The control means (U) engages the clutch mechanism (56) when the abnormality detection means detects an abnormality of the countershaft rotation speed sensor (Sc) and the output of the countershaft rotation speed sensor (Sc) cannot be used. The motor (M) is connected to the drive wheel (W), and the rotation speed (Nc ′) of the counter shaft (CS) is calculated from the rotation speed (Nmot) of the motor (M) detected by the motor rotation speed sensor (Smot). calculated Rutotomoni, the rotation speed of the motor (M) during engagement of the clutch mechanism (56) (Nmot) speed change control apparatus for a hybrid vehicle, characterized by shift control transmissions (T) so as not to exceed a predetermined value .

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