JPH11148551A - Shift control method for motor-driven transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To establish a shift control method for motor-driven transmission device excellent in operativemess. SOLUTION: A shifting shaft is rotated by a drive motor, and a sleeve is moved upon a main shaft through a shift fork and shift drum interlocking with the shifting shaft and is meshed with the intended gear. In this shift control method for a motor-driven transmission device, when the sleeve is moved to the contacting position with the gear, the motor is controlled under PWM control with a duty ratio of 70% for 20 ms as the initial period, and thereafter, a 50% duty ratio PWM control and a 70% duty ratio PWM control are repetitively conducted at 10-ms intervals.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control method for an electric transmission, and more particularly to a shift control method for an electric transmission that electrically performs gear shifting and clutch engagement / disengagement.

[0002]

2. Description of the Related Art In contrast to a conventional transmission in which a gear shift is performed by operating both a clutch pedal (or a clutch lever) and a shift change lever, an electric transmission in which a gear shift is electrically performed by a motor is disclosed in Japanese Unexamined Patent Application Publication No. Hei. -39865. In the above-described prior art, the shift drum is intermittently rotated bidirectionally by a drive motor, and thereby a desired shift fork is operated to perform a gear shift. On the other hand, it is conceivable that the clutch is connected and disconnected simultaneously by the motor.

[0003]

In such a case, considering a conventional manual transmission, even if the gears do not shift smoothly, the shift operation is finally completed by repeating the shift operation. Can be done. Also, whether or not the clutch connection can be smoothly performed after the shift change largely depends on the clutch operation of the driver.

As described above, in the conventional manual transmission,
Many of the operability such as whether the shift change can be completed without repeating the shift operation or whether the clutch connection can be smoothly performed largely depend on the operation method of the driver. In other words, good operability can be obtained by the learning effect of the driver.

On the other hand, when both the clutch and the shift change lever are driven by a motor, there is no portion that depends on the operation contents of the driver. Therefore, there is a possibility that the driver may feel uncomfortable unless the gear shift cannot be performed, or if the clutch connection is smooth or not performed according to the driver's intention.

For example, when the sleeve is moved to the gear side, it is necessary to move the sleeve at a high speed in order to realize a quick shift. However, if the sleeve is engaged with the gear at a high speed, shift shock and shift noise occur.

Further, even if the sleeve is moved to the gear side to engage the two, if the engagement is incomplete, the engagement between the sleeve and the gear may be disengaged. Even when the sleeve and the gear are in contact with each other, the concave and convex engagement by the dowels of the sleeve and the gear may not be completed, and the timing of engagement may be waited. In such a case, if the sleeve and the gear are kept in contact with a large torque, a load is applied to the shift change mechanism.

Further, if the sleeve is kept pressed against the gear with a constant torque in a state where the sleeve is not doweled with the gear, the relative rotation of the two is hindered, so that the relative position cannot be quickly advanced to the regular engagement position. The time to Dubboin will be long.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems of the prior art and to provide a shift control method of an electric transmission which can obtain good operability.

[0010]

In order to achieve the above object, according to the present invention, the engagement operation between the sleeve and the gear is performed by
In a shift control method for an electric transmission, which is performed in conjunction with rotation of a shift shaft driven by a motor, a torque generated by the drive motor until a gear is established as a function of a position of the shift shaft. Controlled.

Since the rotation angle of the transmission shaft corresponds to the position of the sleeve, if the torque of the drive motor is controlled in accordance with the rotation position of the transmission shaft, the torque for pressing the sleeve toward the gear in accordance with the position of the sleeve. Can be controlled.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings. FIG. 1 is a plan view of an operation unit of a vehicle equipped with the electric transmission according to the present invention.

The operation unit includes a shift-up switch 51 and a shift-down switch 52 for electric shifting, a dimmer switch 53 for switching the direction of a headlight, and a lighting switch 54 for switching on / off of the headlight.
And a start switch 55 and a stop switch 56 of the engine. 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.

FIG. 2 is a partial sectional view showing the structure of a main part of the drive system of the electric transmission according to one embodiment of the present invention.

Drive motor 1 as electric actuator
Turns the shift spindle 3 in the forward / reverse direction via the reduction gear mechanism 2. The rotational position (angle) of the shift spindle 3 (transmission shaft) 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 linear 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, regardless of the rotation direction, and reversely moves to the neutral position again. In the process of being turned back to the connected state. Clutch arm 6
The conversion mechanism 8 is configured so that the connection of the transmission clutch 5 is released when the shift spindle 3 is rotated to a predetermined angle (for example, ± 6 degrees).

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, and when the drive motor 1 rotates the shift spindle 3, its rotation The shift drum 10 is rotated in a direction corresponding to the direction. When the shift spindle 3 is rotated in either direction from the neutral position, the master arm 7 and the clutch mechanism 9 rotate the shift drum 10 by engaging with the shift spindle 3 and rotate in the direction returning to the neutral position. When moved, a clutch mechanism is configured to release the engaged state and keep the shift drum 10 at the position.

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 moved in parallel in the axial direction in accordance with the rotation of the shift drum 10. One of the sleeves moves in parallel on the main shaft 4 according to the rotation direction and the rotation angle of the shift drum 10.

FIG. 4 is a perspective view of the sleeve 30, which is inserted into a main shaft (not shown) so as to be slidable in the axial direction. A groove 3 with which the tip of the shift fork 11 is engaged is formed on the outer peripheral side surface of the sleeve 30.
1 are formed along the circumferential direction. A plurality of convex dowels 32 which engage with concave dowels 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.

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 engaging with the convex dowels 32 of the sleeve 30 are provided on the outer peripheral portion of the shaft hole of the gear 40.
Are formed integrally with the annular flange 43. FIG.
Is that the sleeve 30 and the gear 40 are
FIG. 2 is a conceptual diagram showing a state where the two are engaged with each other.

9 and 10 are perspective views of a conventional sleeve 38 and a gear 48, respectively.
In the figure, a plurality of convex dowels 39 are independently provided coaxially with the shaft hole of the gear. However, if each of the convex dowels 39 is to be configured independently, the bottom area of each of the convex dowels 39 must be relatively large in order to secure sufficient strength. For this reason, in the prior art, the ratio of the width of the convex dowel 39 and the dowel hole 49 of the gear 40 in the rotation direction is large, and the number of the convex dowels 39 is about four as shown in the figure.

FIG. 12 is a diagram schematically showing the relative positional relationship between the dowel 39 on the convex side of the conventional sleeve 38 and the dowel hole 49 of the gear 48, and the width D of the dowel hole 49 in the rotation direction.
2 was about twice the width D1 of the convex dowel 39. For this reason, the convex dowel 39 is engaged with the dowel hole 49 (davoin).
The period Ta in which it was not possible was longer than the period Tb in which dubboin was possible.

On the other hand, in this embodiment, since each convex dowel 32 is formed integrally by the annular flange 33, as shown in FIG. 13, the convex dowel 32 is maintained while maintaining sufficient strength. And the width D4 of the concave side dowel 42 of the gear 40 can be sufficiently reduced. Therefore, 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.

Further, in the present embodiment, the difference between the width D5 of the dowel hole 46 in the rotation direction and the width D3 of the dowel 32 on the convex side can be reduced, so that the play after engagement of the two can be reduced. As a result, shift shock and shift noise can be reduced.

Further, in this embodiment, as shown in FIG. 6, while the taper of the convex dowel 32 is curved in a convex shape, as shown in FIG. Therefore, as shown in FIG.
Can be brought into line contact in the axial direction. For this reason, concentration of stress can be prevented, and the dowel strength can be substantially improved, and the durability and wear resistance can be improved.

In such a configuration, the sleeve 3
0 is translated to a 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, and is supported in an idle state with respect to the main shaft 4. The gear is engaged with the main shaft 4 by the sleeve and rotates 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 via the gear.

Although not shown, the engine of the vehicle equipped with the electric transmission of the present invention has four cycles, and the power transmission system from the crankshaft to the main shaft includes a centrifugal clutch on the crankshaft. The power of the engine is transmitted via the clutch on the main shaft. Therefore, when the engine speed is equal to or lower than the predetermined value, the centrifugal clutch cuts the power transmission to the clutch on the main shaft, and the gear can be shifted to any number of speeds while the vehicle is stopped. .

FIG. 14 is a block diagram showing a configuration of a main part of a control system of the electric transmission according to one embodiment of the present invention. FIG. 15 shows a configuration example of the ECU 100 shown in FIG. FIG.

In FIG. 14, the MOTO of the ECU 100
The drive motor 1 is connected to the R (+) terminal and the MOTOR (-) terminal, and the sensor signal terminals S1, S2, S3
A vehicle speed sensor 26 for detecting a vehicle speed, a Ne sensor 27 for detecting an engine speed, and the angle sensor 2 for detecting a rotation angle of the shift spindle 3.
8 are connected. The shift up switch 51 and the shift down switch 52 are connected to the shift command terminals G1 and G2.

The battery 21 is connected to a MAIN terminal of the ECU 100 via a main fuse 22, a main switch 23 and a fuse box 24, and to a VB terminal via a fail-safe (F / S) relay 25 and a fuse box 24. Is also connected. The excitation coil 25a of the fail-safe (F / S) relay 25 is RE
It is connected to the LAY terminal.

In the ECU 100, as shown in FIG. 15, the MAIN terminal and the RELAY terminal are connected to a power supply circuit 106, and the power supply circuit 106 is connected to the CPU 101. The sensor signal terminals S1, S2, S3
Is the CPU 101 via the interface circuit 102
Is connected to the input terminal of The shift command terminal G1,
G2 is connected to the CPU 1 via the interface circuit 103.
01 is connected to the input terminal.

The switching circuit 105 includes FETs, FETs and FETs, FETs connected in series.
Are connected in parallel with each other, and one end of the parallel connection is connected to the VB terminal, and the other end is connected to the GND terminal. The connection point between FET and FET is MOTOR (-)
Connected to the terminal, and the connection point of FET and FET is MOT
Connected to OR (+) terminal. Each FET to FET
Are selectively PWM-controlled by the CPU 101 via the pre-driver 104. The CPU 101 controls each FE based on the control algorithm stored in the memory 107.
Control T-FET.

Next, a shift control method by the electric transmission according to the present invention will be described with reference to flowcharts of FIGS.
3 will be described with reference to the operation timing chart.

In step S10, it is determined whether or not any of the shift switches has been turned on. If it is determined that the shift switch has been turned on, in step S11, the shifted switch that has been turned on is shifted by the shift-up switch 51 and the shift-up switch 51. It is determined which of the down switches 52 is. Here, if it is determined that the upshift switch 51 has been turned on, the process proceeds to step S13. If it is determined that the downshift switch 52 has been turned on, the engine speed Ne is stored as a variable Ne1 in step S12. Proceed to step S13.

In step S13, the respective FETs of the switching circuit 105 in the ECU 100 are turned on at time t _{1 in} FIG.
Is selectively controlled by PWM. That is, if the shift-up switch 51 is turned on, the FET,
Is turned off, the FET is turned on, and the FET
PWM control is performed at a duty ratio of 0%. As a result,
The drive motor 1 starts turning in the upshift direction, and in conjunction with this, the shift spindle 3 also starts turning from the neutral position in the upshift direction.

On the other hand, if the shift-down switch 52 is turned on, the FET is turned off and the FET is turned off.
Is conducted, and the FET is PWM-controlled at a duty ratio of 100%. As a result, the drive motor 1 starts rotating in the downshift direction opposite to the upshift direction, and in conjunction with this, the shift spindle 3 also starts rotating from the neutral position in the downshift direction. .

As described above, when the duty ratio of the PWM control is set to 100%, the shift speed can be increased, and the clutch can be quickly disengaged. In this embodiment, the clutch is disengaged when the shift spindle 3 rotates by ± 5 to 6 degrees from the neutral position.

In step S14, a first timer (not shown) starts measuring time. In step S15, the rotation angle θ ₀ of the shift spindle 3 is determined by the angle sensor 28.
Is detected by In step S16, the detected rotation angle θ ₀ is equal to the first reference angle θ _REF (in the present embodiment,
It is determined whether the value exceeds ± 14 degrees from the neutral position (not less than +14 degrees or not more than -14 degrees; hereinafter, simply expressed as not less than ± xx degrees).

Here, if the rotation angle θ ₀ is determined to be ± 14 degrees or more, it is highly possible that the sleeve translated by the shift fork 11 has reached the regular insertion (davoin) position. If it does not reach ± 14 degrees or more, it can be determined that the sleeve has not reached the regular insertion position.
Go to 0.

If it is detected at time t ₂ that the sleeve has been moved in parallel to the proper insertion position based on the rotation angle θ ₀ , the first timer is reset in step S17. In step S18, each FET of the switching circuit 105 is controlled to apply a brake to the rotating drive motor 1. That is, FET,
, And the FET is turned on.

As a result, the driving motor 1 is short-circuited and becomes a rotational load, so that a braking action acts on the driving torque of the shift spindle 3 in the shift-up direction or the shift-down direction, and when the shift spindle 3 comes into contact with the stopper. The impact can be reduced, which is advantageous in terms of strength and noise. Note that the rotation angle of the shift spindle 3 when abutting on the stopper is ± 18 degrees from the neutral position.

In step S19 of FIG. 17, the second timer for defining the braking time starts measuring time, and the flow proceeds to step S19.
At 20, it is determined whether the time measured by the second timer has exceeded 15 ms. Until the time counted by the second timer exceeds 15 ms, the process proceeds to step S21, and the engine speed (Ne) control described in detail later is executed. Then, at time t ₃
, If the measured time exceeds 15 ms, step S
Proceeding to 22, the second timer is reset.

In step S23, each F of the switching circuit 105 is switched according to the shift switch that has been turned on.
ET is selectively PWM controlled. In other words, if the shift is up, the FET is shut off and the FET is
Is conducted, and the FET is turned on at a duty ratio of 70%.
WM control is performed. On the other hand, if the shift is down, FE
FET is turned on while T is cut off, and FET is turned on.
Are PWM-controlled at a duty ratio of 70%. As a result, since the sleeve 30 is pressed against the gear 40 with a relatively weak torque, the load applied to each dowel until the dowel is reduced, and the dowel state can be reliably maintained.

In step S24, the third timer starts counting time. In step S25, the time counted by the third timer is set to seven.
It is determined whether or not 0 ms has been exceeded. Timekeeping time 70m
If not, the process proceeds to step S26, and Ne control is executed. If the measured time exceeds 70 ms, the third timer is reset in step S27, and in step S28, neutral position correction control for obtaining the neutral position (angle) θ _N of the shift spindle 3 is executed. . At step S29, the time t
_{At 4} , the clutch ON control described later is started.

Note that the time-up time of the third timer in the present embodiment is the same as that described with reference to FIG.
It is determined based on the period Ta during which no dubboin is possible.
That is, the time-up time (70 ms) is set so that the pressing control is performed at least during the time when the period Ta elapses. During this time, the convex dowel 32 of the sleeve 30 and the concave dowel 42 of the gear 40 come into contact with each other, but since the duty ratio is reduced to 70%, the load applied to each dowel is small, and the strength is reduced. Advantageously.

The time-up time of the third timer is not limited to a fixed value.
Time is up in 0ms, 90 if it is in the range of 4-5
The time may be variably set as a function of the gear, such as time-up in ms.

Further, in the above-described embodiment, the duty ratio at the time of the PWM control is fixed, and the sleeve 30 is pressed against the gear 40 with a constant torque. However, the duty ratio at the time of the PWM control is variably controlled. Is also good.

[0047] Figure 24 is a diagram illustrating a variable control method of the duty ratio of the PWM control performed in step S23, in the present embodiment, when the control pressed at time t ₃ is started, first of 20mS Is subjected to PWM control at a duty ratio of 70%, and thereafter, PWM control at a duty ratio of 50% and a duty ratio of 70% is repeated every 10 ms.

As described above, instead of pressing the sleeve 30 against the gear 40 with a constant torque, if the pressing torque is changed by increasing or decreasing it, the sleeve 30 can be changed with a torque corresponding to a duty ratio of 70%, for example. Gear 40
Even if the convex dowels 32 and the concave dowels 42 come into contact when pressed toward the side and a dowel cannot be made, the pressing torque is immediately reduced to a torque corresponding to a duty ratio of 50%. For this reason, the load applied to each dowel is reduced, the relative rotation between them is facilitated, and a good dowel can be obtained.

On the other hand, if it is determined in step S16 in FIG. 16 that the rotation angle θ ₀ is less than the first reference value, the process proceeds to step S30 in FIG. In step S30, the time measured by the first timer is 200
It is determined whether or not ms has been exceeded, and it is initially determined that the time has not exceeded ms. Therefore, after performing Ne control in step S31, the process returns to step S16 in FIG.

Thereafter, the time measured by the first timer is 200 m
If it is determined that the current shift change has failed, the first timer is reset in step S32. In step S33, the count value of the re-entry counter described later is referred to. If the reset state (= 0), it is determined that the re-entry control has not been executed, and the process proceeds to step S34. Be executed. This is because if the shift change takes time, the driver may feel uncomfortable.

On the other hand, the re-entry counter is set (=
If 1), it is determined that the shift change was not successful despite the execution of the re-entry control, and the process proceeds to step S35 to connect the clutch without performing the shift change. In step S35, the re-entry counter is reset, and in step S36, clutch ON control described later is executed.

Next, a control method of the re-entry control will be described with reference to a flowchart of FIG. The re-entry control means that when the sleeve 30 that is moved in parallel in the axial direction by the shift fork cannot move to the proper fitting position, the moving torque is temporarily reduced, and then the predetermined torque is applied again to re-move. (Rush).

In step S40, the duty ratio of the FET under PWM control, that is, during the upshift, is reduced to 20%, and during the downshift, the duty ratio of the FET is reduced to 20%. .
As a result, the driving torque applied to the sleeve 30 by the shift fork 11 is reduced.

In step S41, the fourth timer starts counting time. In step S42, the counting time of the fourth timer is set to two.
It is determined whether or not 0 ms has been exceeded. 20m clock time
If it does not exceed s, the process proceeds to step S43 and Ne control is executed. If the counted time exceeds 20 ms, the fourth timer is reset in step S44, and the re-entry counter is set in step S45. Thereafter, the process returns to the step S13 in FIG. 16, and the drive motor 1 is again subjected to the PWM control with the duty ratio of 100%, so that the initial large torque is applied to the sleeve.

In this embodiment, if the shift change is not performed normally as described above, the pressing torque of the sleeve is temporarily reduced and then pressed again with a strong torque, so that the sleeve can be easily re-entered. Will be able to do it.

Next, the operation of the neutral position correction control executed in step S28 will be described with reference to the flowchart of FIG.

In step S60, the current rotation angle θ ₀ of the shift spindle 3 is detected by the angle sensor 28. In step S61, it is determined whether the vehicle is being upshifted or downshifted.
If the upshift is being performed, the process proceeds to step S62.

In step S62, in order to determine whether or not the detected rotation angle θ ₀ is a normal value that does not include a noise component, a previously registered allowable angle lower limit value θ _UMI and allowable angle It is determined whether or not the angle is within the allowable angle range between the upper limit value θ _UMS . Since the initial values of the lower limit value θ _UMI and the upper limit value θ _UMS of the allowable angle range are set relatively wide, it is initially determined that the allowable angle range is within the allowable angle range, and the process proceeds to step S63.

In step S63, the detected rotation angle θ ₀ is compared with a pre-registered maximum rotation angle at the time of upshifting (up-time maximum angle) _θUM . Since the initial value of the up-time maximum angle θ _UM is set in advance to the same value as the allowable angle lower limit value θ _UMI , here, it is determined that the rotation angle θ ₀ is larger than the up-time maximum angle θ _UM and step S64 is performed. Proceed to.

[0060] At step S64, the up time of the maximum angle theta _UM is updated registered in the rotation angle theta _0. In step S65, a correction value W for narrowing the allowable angle range defined by the lower limit value θ _UMI and the upper limit value θ _UMS is _calculated by the following equation (1).
Is calculated based on W = max ([θ _{0 −lower} limit value θ _UMI ], [θ _{0 −upper} limit value θ _UMS ]) / n (1) where [a] denotes a function for calculating the absolute value of the numerical value a, and max (A, b) means a function for selecting the larger one of the numerical values a and b. The initial value of the variable n is set to “2” in advance.

In step S66, the variable n is "1".
Is only incremented. In step S67, the following equation
(2), based on (3), the lower limit θ _UMI and the upper limit θ
_UMS is updated and registered. Lower limit value θ _UMI = max (lower limit value θ _UMI , θ ₀ −W) ... (2) Upper limit value θ _UMS = min (upper limit value θ _UMS , θ ₀ + W) ... (3) where mim (a, b) Means a function for selecting the smaller one of the numerical values a and b. According to the above equations (1) to (3), as long as the detected rotation angle θ ₀ falls within the allowable angle range defined by the lower limit value θ _UMI and the upper limit value θ _UMS , the allowable angle range Gradually narrows. Therefore, in the step S62, the rotation angle θ ₀ including the noise component can be reliably removed.

In the present embodiment, when a rotation angle θ _{0 that} is out of the allowable angle range is detected, the process proceeds from step S62 to step S69, and the variable n is decremented by “1”. As a result, step S
The correction value W obtained in step 65 increases, and the allowable angle range slightly widens. Accordingly, when the rotation angle θ ₀ exceeding the allowable angle range is continuously detected, the rotation angle θ ₀ eventually falls within the allowable angle range, and is updated and registered as the up-time maximum angle θ _UM in step S64.

In step S68, step S64 is performed.
The maximum angle θ _UM at the time of up calculated in step S61
The maximum rotation angle at the time of downshifting (the maximum angle at the time of downshifting) θ _DM obtained in the same manner as described above when it is determined that downshifting is being performed is substituted into the following equation (4) to obtain the neutral angle θ _N. . θ _N = (maximum angle θ _UM at up-time + maximum angle θ _DM at down) / 2 (4) When the neutral angle θ _N is obtained and updated and registered as described above, the shift spindle 3 rotation angle control is executed with respect to the said neutral angle theta _N.

As described above, according to the present embodiment, since the neutral angle θ _N is detected based on the actual rotation range of the shift spindle 3, an accurate neutral is always obtained without being affected by an assembly error or deterioration with time. You will be able to get a position.

Further, according to the present embodiment, when the correction of the neutral position proceeds, even if the detected value of the rotation angle θ ₀ suddenly goes wrong due to disturbance, the detected value is ignored.
Accurate neutral position can be obtained regardless of the presence or absence of disturbance.

Further, the allowable angle range is gradually widened each time a rotation angle exceeding the allowable range is detected, so that a value larger than the conventional rotation angle can be detected due to, for example, deterioration of the angle sensor. Even so, this will not continue to be removed as a crazy rotation angle.

Next, the Ne control and the clutch ON
Before describing the control operation in detail, the purpose and schematic operation of each control will be described with reference to FIGS.

As shown in FIG. 23, in this embodiment,
When starting the rotation of the shift spindle 3 at time t _1, is released to connect the clutch at time t _11, the rotation of the shift spindle is completed at time t _3. Then, after executing the control pressed until time t _4, the process proceeds to the connection control of the clutch.

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 rotational speed of the shift spindle 3. On the other hand, the shift speed depends on the rotational speed of the shift spindle 3, and therefore, in order to realize a quick shift, it is necessary to increase the rotational speed of the shift spindle 3.

[0070] Therefore, in order to satisfy two conditions in this invention described above simultaneously, as shown in FIG. 23, from time t ₄ to t _5, the shift spindle 3 until the vicinity of the angular range to be the clutch engagement It rotated at a high speed, the after time t _5, the angle range where the clutch reaches the connected state to thereby slow rotation of the shift spindle 3. In the present embodiment, such a two-stage return control achieves both reduction of the shift shock and reduction of the shift time.

Further, in this embodiment, the clutch connection timing is controlled to an optimum timing according to the accelerator operation of each driver. FIGS. 25 and 26 show how the shift spindle position θ ₀ and the engine speed Ne are changed by the clutch ON control and the Ne control executed at the time of upshifting and downshifting, respectively.

As shown in FIG. 25, at the time of upshifting, the accelerator is returned and the upshift switch 51 is turned on, and thereafter, after the shift operation is performed and the clutch is reconnected, the accelerator may be opened. Generally, the engine speed Ne at that time changes as shown by the solid line a. At this time, the shift spindle is controlled as shown by solid lines A and B.

However, depending on the driver, the shift-up switch 51 may be operated without returning the accelerator, or the accelerator may be opened before the clutch is reconnected. In such a case, it is desirable to quickly connect the clutch because the driver wants a quick shift change.

Therefore, in the present embodiment, when the engine speed Ne changes as shown by the solid line b, it is determined that the driver has operated the shift-up switch 51 without returning the accelerator, and the engine speed Ne is determined. Changes as shown by the solid line c, it is determined that the accelerator has been opened earlier than the timing at which the clutch is engaged, and
As shown by the solid lines C and D, the quick return control for immediately connecting the clutch is executed.

On the other hand, as shown in FIG. 26, during the downshift, the accelerator is returned and the downshift switch 52 is turned on, and then, after the shift operation is performed and the clutch is reconnected, the accelerator is opened. Is common,
At this time, the engine speed Ne changes as shown by the solid line a. At this time, the shift spindle is controlled in two stages as shown by solid lines A and B.

However, the engine may be idling at the time of downshifting. 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.

Therefore, in the present embodiment, when the engine speed Ne changes as shown by the solid lines b and c, the driver determines that the engine has been idling, and as shown by the solid lines C and D, respectively. Quick return control is executed.

Next, the operations of the Ne control and the clutch ON control for realizing the two-stage return control and the quick return control will be described in detail. FIG. 21 is a flowchart of the processing performed in steps S21, S26, S31, and S43.
9 is a flowchart illustrating a control method of e-control.

In step S50, the current engine speed Ne is measured. In step S51, the peak hold value Nep of the engine speed Ne measured so far is determined.
And the bottom hold value Neb are updated based on the current engine speed Ne. In step S52,
It is determined whether it is during a shift up or a shift down. If the shift is up, the process proceeds to step S56, and if the shift is down, the process proceeds to step S53.

In step S56, step S50 is performed.
The difference (N) between the current engine rotational speed Ne detected in step S51 and the bottom hold value Neb updated in step S51.
e-Neb) is determined to be 50 rpm or more.

This judgment is for judging whether or not the accelerator is closed at the time of upshifting.
If m or more, it is determined that the driver has operated the upshift switch 51 without returning the accelerator or that the accelerator has been opened earlier than the timing at which the clutch is engaged. In this case, the process proceeds to step S55 to immediately connect the clutch, and after setting the quick return flag F, the process ends. If the difference is less than 50 rpm, the engine speed control is ended without setting the quick return flag F in order to continue the normal control.

On the other hand, if it is determined in step S52 that a downshift is being performed, then in step S53, the difference (Ne-Ne1) between the current engine speed Ne and the engine speed Ne1 stored in step S12 is calculated. 300
rpm is determined, and the difference is 300 rp
m, the difference (Nep-Ne) between the peak hold value Nep updated in step S51 and the current engine speed Ne is 50 rp in step S54.
It is determined whether or not m or more.

This determination is for determining whether or not the driver has blown the engine at the time of upshifting. If the determination in steps S53 and S54 is affirmative, it is determined that the driver has blown at the time of upshifting. When the determination is made, the process proceeds to step S55, where the quick return flag F
Is set, and the process ends.

FIG. 22 is a flowchart showing a control method of the clutch ON control executed in steps S28 and S36.

In step S70, it is determined whether or not the vehicle speed is substantially zero. In the present embodiment, the vehicle speed proceeds to determine approximately 0 if less 3 km / h to step S72, the process proceeds to step S73 after setting the neutral position to the target angle theta _T of the shift spindle 3. This is a shift in a state where the vehicle is substantially stopped. In such a case, no shift shock occurs and a quick shift change is desirable.

When 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 reduced from the angle limited by the stopper (± 18 degrees in the present embodiment). the second reference angle (i.e., ± 12 degrees) returned only 6 degrees proceeds to step S73 after setting the target angle theta _T. In step S73, the current rotation angle θ ₀ of the shift spindle 3 is detected by the angle sensor 28, and the flow proceeds to step S7.
At 4, the Ne control is executed.

At step S75, the proportional integral derivative (PI
D) A PID addition value for control is obtained. That is, a proportional (P) term expressed as a difference (θ ₀ −θ _T ) between the current rotation angle θ ₀ and the target angle θ _T detected in step S73, and an integral (I) which is an integral value of the P term. Terms and P
Differential (D) terms, which are derivative values of the terms, are obtained and added, respectively. In step S76, the calculated PI
The duty ratio of the PWM control is determined based on the D added value, and the PWM control is executed in step S77.

FIG. 27 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, a positive duty ratio is selected according to the value, and the PID addition value is selected. If the polarity of the value 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.
And the FET is driven at a duty ratio of 50% to PW
M control means -50% and the duty ratio means that the FET is turned on and the FET is PWM controlled at a duty ratio of 50%.

In step S78, it is determined whether or not the time counted by the sixth timer has exceeded 100 ms.
Since the timer has not started counting, the process proceeds to step S79. In step S79, the timing of the fifth timer is started. In step S80, the time measured by the fifth timer is 10
It is determined whether or not ms has been exceeded, and since it has not been exceeded at the beginning, the process returns to step S73 and returns to steps S73 to S80.
Are repeated.

[0090] Thereafter, at time t ₅ in FIG. 23, No. 5
If the time measured by the timer exceeds 10 ms, step S8
At 1, the fifth timer is reset, and at step S82, it is determined whether or not the quick return flag F is set. Here, 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, and the quick return control is executed. If the return flag F is not in the set state, in step S84, the return angle is set at 0.
The angle reduced by two degrees is registered as a new target angle.

In step S85, it is determined whether or not the target angle is close to the neutral angle, and the above steps S73 to S8 are performed until the target angle sufficiently approaches the neutral angle.
Step 5 is repeated. Thereafter, when the target angle sufficiently approaches the neutral angle, in step S86, the neutral angle is registered as the target angle, and step S8 is performed.
At 7, the sixth timer starts timing.

On the other hand, in the step S78, the sixth
If it is determined that the time counted by the timer has exceeded 100 ms, in step S90, the sixth timer is reset. In step S91, the quick return flag F
Is reset, and in step S92, the PWM control of the switching circuit 105 is terminated.

If the gear is shifted from the neutral state during high-speed running or high engine rotation, a relatively large engine brake acts and an excessive load is applied to the engine. Therefore, in the present embodiment, the vehicle speed is 10 km /
If the engine speed is equal to or greater than h or the engine speed is equal to or greater than 3000 rpm, a shift inhibition system is provided which inhibits the control of FIG. 16 even when the upshift switch 51 is turned on.

FIG. 11 is a functional block diagram of the shift inhibition system. Neutral detecting section 81 outputs an "H" level signal when the gear is in the neutral position. Vehicle speed determining section 82 outputs an "H" level signal when the vehicle speed is 10 km / h or more. Engine speed determination section 83 outputs an "H" level signal when the engine speed is 3000 rpm or more.

OR circuit 84 outputs an "H" level signal when the output of vehicle speed judging section 82 or engine speed judging section 83 is at "H" level, and AND circuit 85 outputs an OR signal.
When the output of the circuit 84 and the output of the neutral detection unit 81 are at the “H” level, a signal of the “H” level is output.
When the output of the AND circuit 85 is at the “H” level, the shift prohibition unit 86 prevents the control of FIG. 16 even when the upshift switch 51 is turned on.

However, while accelerating from the first speed, the vehicle speed is 10 k
If the engine shifts to neutral at m / h or more or the engine speed is 3000 rpm or more, re-acceleration takes a long time. If the vehicle speed is 3 km / h or more), a system for prohibiting shifting to neutral may be further added.

[0097]

According to the present invention, the following effects are achieved. (1) When moving the sleeve to the gear side, when the shift spindle reaches the reference angle, the movement of the sleeve is braked, so even if the sleeve is moved to the reference position at high speed, the sleeve and the gear can be smoothly engaged. Become like Therefore, a quick shift can be performed, and generation of a shift shock and a shift noise can be suppressed. (2) When the drive motor is rotated to move the sleeve toward the gear, the sleeve is kept pressed against the gear with a relatively small force even after the movement, so that the sleeve and the gear can be securely engaged. In addition, a large load is not applied to the shift change mechanism. (3) When the drive motor is rotated to move the sleeve to the gear side, the pressing torque is increased or decreased.For example, when the sleeve is pressed to the gear side with a relatively large torque, the convex dowel and the concave side are pressed. Even if the dowels are not in contact with the dowels, the pressing torque is immediately reduced, the load applied to each of the dowels is reduced, and relative rotation between the dowels is facilitated. Therefore, the relative position between the sleeve and the gear is quickly advanced to a position where the sleeve and the gear can be engaged, so that good dowel can be achieved.

[Brief description of the drawings]

FIG. 1 is a plan view of an operation unit of a vehicle equipped with an electric transmission according to the present invention.

FIG. 2 is a partial cross-sectional view showing a configuration of a main part of a drive system of the electric transmission according to one embodiment of the present invention.

FIG. 3 is a conceptual diagram illustrating a state where 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 the sleeve.

FIG. 7 is a partially enlarged view of a 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. 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 inhibition system.

FIG. 12 is a view schematically showing a conventional engagement timing between a sleeve and a gear.

FIG. 13 is a diagram schematically showing an engagement timing 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 the electric transmission which is an embodiment of the present invention.

FIG. 15 is a block diagram showing a configuration example of an ECU 100 shown in FIG.

FIG. 16 is a flowchart (part 1) of an embodiment of the present invention.

FIG. 17 is a flowchart (part 2) of the embodiment of the present invention.

FIG. 18 is a flowchart (part 3) of the embodiment of the present invention.

FIG. 19 is a flowchart (part 4) of the embodiment of the present invention.

FIG. 20 is a flowchart (part 5) of the embodiment of the present invention.

FIG. 21 is a flowchart (part 6) of the embodiment of the present invention.

FIG. 22 is a flowchart (part 7) of the embodiment of the present invention.

FIG. 23 is an operation timing chart of the shift spindle according to the present invention.

FIG. 24 is a diagram showing a variable control method of the duty ratio in the pressing control.

FIG. 25 is an operation timing chart of the shift spindle and the engine speed according to the present invention (at the time of upshifting).
It is.

FIG. 26 is an operation timing chart of a shift spindle and an engine speed according to the present invention (during downshifting).
It is.

FIG. 27 is a diagram showing a relationship between a PID addition value and a duty ratio.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Drive motor 2 ... Reduction gear mechanism 3 ... Shift spindle 5 ... Shift clutch 10 ... Shift drum 11 ... Shift fork 28 ... Angle sensor 30 ... Sleeve 40 ... Gear 51 ... Shift up switch 52 ... Shift down switch

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Osamu Suzuki 1-4-1 Chuo, Wako-shi, Saitama

Claims (6)

[Claims] A shift shaft is rotated by a drive motor, a sleeve is driven on a main shaft via a shift drum and a shift fork interlocked with the shift shaft, and the sleeve is engaged with a predetermined gear to change a gear position. Wherein the torque generated by the drive motor until the gear stage is established is controlled as a function of the rotational position of the shift shaft. A shift control method for an electric transmission. 2. The method according to claim 1, wherein the drive motor generates torque in one direction until the speed change shaft reaches a reference angle, and generates torque in the other direction for a predetermined time after reaching the reference angle. The shift control method for an electric transmission according to claim 1. 3. The shift control method according to claim 2, wherein the reference angle is immediately before a rotation limit at which rotation of the transmission shaft is mechanically prevented. 4. A first torque is generated by the drive motor to rotate the speed change shaft, and after the speed change shaft reaches a predetermined angle, a second torque smaller than the first torque is applied. The shift control method for an electric transmission according to claim 1, wherein the shift is generated. 5. The method according to claim 1, wherein the drive motor generates a constant torque to rotate the speed change shaft, and after the speed change shaft reaches a predetermined angle, generates a fluctuation torque that repeats a magnitude change. A shift control method for an electric transmission according to claim 1. 6. The electric transmission according to claim 4, wherein the predetermined angle is an angle at which the sleeve, which is indirectly driven by rotation of a transmission shaft, abuts a gear. Shift control method.