WO2010143739A1

WO2010143739A1 - Vehicle control device

Info

Publication number: WO2010143739A1
Application number: PCT/JP2010/060062
Authority: WO
Inventors: 忠彦加藤
Original assignee: 株式会社ユニバンス
Priority date: 2009-06-12
Filing date: 2010-06-14
Publication date: 2010-12-16
Also published as: JPWO2010143739A1; JP5490115B2

Abstract

Disclosed is a vehicle control device that can prevent shift shock without causing a sense of deceleration when the vehicle is accelerating. Said vehicle control device is provided with: a high-gear rotational speed determination means that, when it has been determined that there has been a request to shift to a high gear, determines whether the rotational speed of an input shaft is less than or equal to a synchronous rotational speed; and a load removal means that, if the high-gear rotational speed determination means has determined that the input shaft speed is less than or equal to the synchronous rotational speed, removes a load applied to a sprag disposed on the high gear by turning off a load-application device. In this way, when the input shaft speed is lower than the synchronous rotational speed, the sprag on the high gear becomes tilted in the direction opposite a self-lock direction, so power is not transmitted. However when the input shaft speed exceeds the synchronous rotational speed, the sprag tilts in the self-lock direction, and power is transmitted. Thus, power transmission occurs simultaneously with the input shaft speed matching the synchronous rotational speed, which is the same as there being no change in rotational speed upon shifting; shift shock is therefore prevented.

Description

Vehicle control device

The present invention relates to a vehicle control device, and more particularly to a vehicle control device capable of preventing a shift shock without giving a feeling of deceleration when the vehicle is accelerated.

As a vehicle transmission device, for example, Patent Document 1 discloses an input shaft to which power is transmitted from a power source, an output shaft parallel to the input shaft, and an input shaft and an output shaft that are always meshed with each other and have different speed changes. There is disclosed an apparatus including a plurality of gear pairs set to have a ratio and a two-way clutch provided on one gear of each gear pair.

In the transmission disclosed in Patent Document 1, the two-way clutch includes an inner ring whose outer peripheral surface is a polygonal cross section, an outer ring having an inner peripheral surface having a circular cross section facing the outer peripheral surface of the inner ring, and an inner periphery of the outer ring. A cage for holding a plurality of rollers in the circumferential direction is provided between the surface and the outer peripheral surface of the inner ring. In this two-way clutch, when the cage is in a neutral state, there is a gap between the inner peripheral surface of the outer ring and the roller, so the inner ring and the outer ring freely rotate relative to each other (idle and no power is transmitted). . On the other hand, if a difference occurs in the relative rotational speed between the inner ring and the outer ring in a state where the roller is moved by displacing the cage in the circumferential direction, the roller will move to the outer peripheral surface of the inner ring and the inner ring of the inner ring. And the inner ring and the outer ring are locked (power is transmitted between the inner ring and the outer ring). As described above, in this transmission, the roller can be engaged between the inner ring and the outer ring, thereby restricting the relative rotation between the inner ring and the outer ring and shifting to the high speed stage or the low speed stage.

JP 2007-298145 A

However, in the transmission disclosed in Patent Document 1, when an upshift in which the speed is changed from the low speed stage to the high speed stage, if a roller is caught between the inner ring and the outer ring and the inner ring and the outer ring are locked, the power source The number of rotations of the input side member connected to the abruptly changes (decreases). Since this change is abrupt, there is a problem that the inertia torque accompanying the change in the rotational speed increases and a shift shock occurs. In addition, there is a problem in that a shift shock occurs in the same manner when the downshift in which the speed is changed from the high speed to the low speed is changed (increased) rapidly.

In addition, the speed change shock can be mitigated by adjusting the rotation speed of the input side member to the rotation speed after the shift. However, if the rotation speed of the input side member is increased or decreased, there is a gap between the inner ring and the outer ring in the opposite direction. The roller is engaged and the inner ring and the outer ring are locked. As a result, a change in the rotation speed of the input side member appears as a change in the rotation speed of the output shaft, and the traveling speed of the vehicle changes. As a result, when the vehicle is accelerated, there is a problem that a feeling of deceleration occurs when the rotational speed of the input member is reduced. In addition, when the vehicle is decelerated, a feeling of acceleration occurs, which causes a problem that the vehicle driver and passengers feel uncomfortable.

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can prevent a shift shock without giving a feeling of deceleration when the vehicle is accelerated.

Means for Solving the Problems and Effects of the Invention

In order to achieve this object, according to the vehicle control device of the first aspect, when it is determined that the vehicle has a shift request to the high speed stage, the rotational speed of the input shaft is the synchronous rotational speed after the shift. The high-speed stage rotational speed determining means for determining whether the speed is below or not, and the high-speed stage rotational speed determining means determines that the input shaft rotational speed is equal to or lower than the synchronous rotational speed after the shift. Load release means for releasing the load applied to the sprags of the first clutch disposed in the high-speed gear pair as an operation, so that during the upshift, the rotational speed of the input shaft is the synchronous rotational speed after the shift. When it is determined that the load has dropped below, the load applied to the sprags of the high-speed first clutch is released. As a result, at the moment when the load is released, the sprag is tilted by the urging force of the urging member of the first clutch disposed on the high-speed gear pair. Further, the rotational speed (number of rotations) of the inner ring or the outer ring on the output shaft side of the first clutch depends on the gear ratio difference between the gear pair at the low speed stage and the gear pair at the high speed stage if the rotational speed of the input shaft is the same. The rotational speed at the high speed stage is always higher than the rotational speed at the low speed stage. Thereby, at the low speed stage, the engagement of the sprags with the outer ring and the inner ring is naturally released, and the transmission of power is cut off. On the other hand, the sprags in the high speed stage can be engaged with the outer ring and the inner ring.

Here, since the synchronous rotational speed of the high speed stage is lower than the synchronous rotational speed of the low speed stage, the rotational speed of the input shaft is reduced to prevent a shift shock during the upshift. While the rotational speed of the input shaft is reduced, the sprag of the first clutch in the low speed stage is tilted in the anti-self-locking direction, so that the brake force that reduces the rotational speed of the input shaft can be input without being transmitted to the output shaft. The number of rotations of the shaft can be reduced. Thereby, the rotational speed of the input shaft can be reduced without reducing the speed of the vehicle and without giving a feeling of deceleration. Therefore, there is an effect that it is possible to prevent a feeling of deceleration during acceleration of the vehicle.

Also, when the rotational speed of the input shaft is lower than the synchronous rotational speed after shifting, the sprags in the high speed stage are tilted in the anti-self-locking direction, so that no power is transmitted from the power source to the high speed gear pair. However, when the rotational speed of the input shaft exceeds the synchronized rotational speed after shifting, the sprags at the high speed stage tilt in the self-locking direction, and power is transmitted from the input shaft to the high speed gear pair, and the transmission of power is switched. . As described above, since the rotational speed of the input shaft and the synchronous rotational speed coincide with each other and the power transmission is performed at the same time, this is equivalent to no change in the rotational speed at the time of shifting. Therefore, there is an effect that shift shock at the time of upshift can be prevented.

Also, the control for preventing the shift shock is performed based only on the rotational speed of the input shaft, and the speed can be changed by simply switching between the operation and non-operation of the load applying device, so that the control can be simplified.

According to the vehicle control device of the second aspect, the load releasing means determines that the rotational speed of the input shaft is equal to or higher than the target rotational speed which is lower than the synchronous rotational speed after the shift by a predetermined rotational speed and is equal to or lower than the synchronous rotational speed. In this case, the load applying device is deactivated, and the load applied to the sprags of the first clutch disposed in the high-speed gear pair is released, so that the rotational speed of the input shaft during upshifting is less than the target rotational speed. Can be prevented. Therefore, in addition to the effect of the first aspect, it is possible to shorten the time until the synchronous rotational speed at which power is transmitted, and to shorten the time from the shift request to the completion of the shift.

According to the vehicle control device of the third aspect, the minimum allowable rotational speed determination means for determining whether the rotational speed of the input shaft is less than the minimum allowable rotational speed of the power source after the shift, and the minimum allowable rotational speed determination. First maintaining means for maintaining the current operating or non-operating state of the load applying device when the means determines that the rotational speed is less than the minimum allowable rotational speed of the power source after shifting. As a result, in addition to the effect of the first or second aspect, when the rotational speed of the input shaft is too low, the upshift is not performed, and the occurrence of knocking in the power source (engine) can be prevented. .

According to the vehicle control device of the fourth aspect, when it is determined that the vehicle has a request for shifting to the low speed stage, it is determined whether the rotational speed of the input shaft is equal to or lower than the synchronized rotational speed after the shift. When the rotational speed of the input shaft is determined to be equal to or lower than the synchronous rotational speed after the shift by the speed determining means and the low speed speed determining means, the load applying device is operated to change the gear of the current speed stage. Since the load applying means for applying a load to the sprags of the first clutch disposed in the pair is provided, at the time of downshift, it is determined that the rotational speed of the power source has decreased below the synchronous rotational speed after the shift. In some cases, a load is applied to the sprags of the first clutch. As a result, the sprags of the first clutch disposed in the gear pair of the current gear stage tilt in the anti-self-lock direction, and the engagement of the sprags with the outer ring and the inner ring is forcibly released. On the other hand, in the low speed stage, the sprag can be engaged with the outer ring and the inner ring.

Here, when the rotational speed of the input shaft is lower than the synchronous rotational speed after shifting, the sprags in the low speed stage are tilted in the anti-self-locking direction, so power is not transmitted from the power source to the gear pair in the low speed stage. . However, when the rotational speed of the input shaft exceeds the synchronized rotational speed after shifting, the sprags in the low speed stage tilt in the self-locking direction, and power is transmitted from the input shaft to the gear pair in the low speed stage, resulting in a shifted state. . As described above, since the rotational speed of the input shaft and the synchronous rotational speed coincide with each other and the power transmission is performed at the same time, this is equivalent to no change in the rotational speed at the time of shifting. Therefore, in addition to the effect of any one of claims 1 to 3, there is an effect that a shift shock at the time of downshift can be prevented.

Also, when the vehicle has a request for shifting to a low speed, the rotational speed of the input shaft decreases because the vehicle is in a decelerating state. Also at this time, since the sprag of the first clutch is tilted in the anti-self-locking direction, the influence of the rotational speed of the input shaft can be prevented from appearing on the output shaft. Therefore, there is an effect that it is possible to prevent the traveling speed of the vehicle from changing at the time of downshift, and to prevent the driver or passenger of the vehicle from feeling uncomfortable.

According to the vehicle control device of the fifth aspect, the maximum allowable rotation speed determination means for determining whether the rotation speed of the input shaft is larger than the maximum allowable rotation speed of the power source after the shift, and the maximum allowable rotation speed determination means. When the rotational speed is determined to be greater than the maximum allowable rotational speed of the power source after the shift, the second maintaining means for maintaining the current operation or non-operation state of the load applying device is provided. As a result, in addition to the effect of the fourth aspect, when the rotational speed of the input shaft is too high, a downshift is not performed and an overrev is generated in the power source (engine or motor) (becomes an excessive rotational speed). There is an effect that can be prevented.

According to the vehicle control device of the sixth aspect, the vehicle transmits the power from the engine to the input shaft and the power transmitted between the first transmission shaft and the generator motor. Two transmission shafts, and when the upshift request determination means determines that the vehicle has a request for shifting to a high speed, the power of the input shaft input to the first transmission shaft is transmitted to the second transmission shaft. Since it is equipped with motor input means to input to the generator motor, when it is determined that there is a shift request to the high speed stage, by transmitting the power from the engine to the generator motor, the engine energy is consumed, The rotational speed of the input shaft can be reduced in a short time. Therefore, in addition to the effect of any one of claims 1 to 5, it is possible to reduce the time from the shift request to the completion of the upshift, increase the amount of power generated by the generator motor, and effectively use energy. is there.

According to the vehicle control device of the seventh aspect, the vehicle transmits a first transmission shaft that transmits power from the engine to the input shaft, and transmission of power between the first transmission shaft and the generator motor. Two transmission shafts, and when the downshift request determining means determines that the vehicle has a request for shifting to a low speed, the power of the generator motor input to the second transmission shaft is transmitted to the first transmission shaft. Since the assist means for inputting to the input shaft is provided, the rotational speed of the input shaft can be increased in a short time by the driving force of the generator motor. Therefore, in addition to the effect of any one of claims 4 to 6, there is an effect that the time from the shift request to the completion of the downshift can be shortened.

According to the vehicle control device of the eighth aspect, the vehicle transmits the power input from the first transmission shaft to the second transmission shaft so as to be cut off, while the power from the second transmission shaft to the first transmission shaft. A second clutch that cuts off transmission of power, and a third clutch that cuts off transmission of power from the first transmission shaft to the second transmission shaft while transmitting power input from the second transmission shaft to the first transmission shaft. It has. As a result, when the engine speed is increased after the upshift, the third clutch cuts off the transmission of power from the first transmission shaft to the second transmission shaft, and the second clutch removes the second transmission shaft from the first transmission shaft. By interrupting the transmission of power to the transmission shaft, it is possible to prevent the internal resistance and inertia of the generator motor from becoming a driving resistance and causing energy loss. In addition to the effects of

claim

6 or 7, energy can be used effectively. There is an effect.

Also, at the time of downshift, the rotational speed of the input shaft can be increased in a short time by transmitting the power of the generator motor from the second transmission shaft to the input shaft via the third clutch. When the engine speed is increased after shifting, the third clutch cuts off the transmission of power from the first transmission shaft to the second transmission shaft, so that the internal resistance and inertia of the generator motor act as driving resistance and energy It is possible to prevent loss and to effectively use energy.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in embodiment of this invention is mounted. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is sectional drawing of a 1st clutch. FIG. 4 is a sectional view of the first clutch taken along line IV-IV in FIG. It is the elements on larger scale of the 1st clutch which expanded and showed the part shown by V of FIG. It is the schematic diagram which showed the internal structure of the 2nd clutch typically. It is the schematic diagram which showed typically the internal structure of the power transmission device at the time of the travel assistance by a generator motor. It is the schematic diagram which showed typically the internal structure of the power transmission device in the case of reducing the rotation speed of an input shaft. It is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd speed driving | running | working. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is a flowchart which shows the shift control process in 1st Embodiment. It is a flowchart which shows the shift control process in 2nd Embodiment. It is the schematic diagram which showed typically the vehicle of the rear-wheel drive by which the control apparatus for vehicles is mounted. It is the schematic diagram which showed typically the internal structure of the other power transmission device.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 100 on which a vehicle control device 1 according to an embodiment of the present invention is mounted. Note that arrows FB and LR in FIG. 1 indicate the front-rear direction and the left-right direction of the vehicle 100, respectively.

First, a schematic configuration of the vehicle 100 will be described. As shown in FIG. 1, the vehicle 100 includes a front unit 110 that drives a front wheel 101 (a left front wheel 101FL and a right front wheel 101FR). The front unit 110 includes an engine 111 and a generator motor 112 as power sources, a power transmission device 1 that transmits the power of the engine 111 and the generator motor 112 to the front wheels 101, and a vehicle for performing a shift control process of the power transmission device 1. The control device 130 is mainly provided, and the front wheel 101 can be driven by using two types of power of the engine 111 and the generator motor 112 separately. Either engine 111 or generator motor 112 can be used as a power source.

Next, a detailed configuration of the power transmission device 1 controlled by the vehicle control device 130 will be described with reference to FIG. FIG. 2 is a schematic diagram schematically showing the internal structure of the power transmission device 1. In FIG. 2, only the configuration having a function of transmitting power is illustrated for easy understanding.

As shown in FIG. 2, the power transmission device 1 controlled by the vehicle control device 130 includes a first transmission shaft 2 that transmits power from the engine 111 and power transmitted from the first transmission shaft 2 to a generator motor. Power transmission between the first transmission shaft 2 and the second transmission shaft 9 disposed on the power transmission path from the first transmission shaft 2 to the second transmission shaft 9. A switching device 8 for switching the direction is mainly provided. In the present embodiment, the switching device 8 is disposed on the first transmission shaft 2.

Further, the power transmission device 1 is disposed in parallel to the transmission gear pair 2a to which power is transmitted from the first transmission shaft 2, the input shaft 3 to which power is transmitted from the transmission gear pair 2a, and the input shaft 3. The output shaft 4 mainly includes a plurality of gear pairs 5, 6, and 7 that are disposed on the output shaft 4 and the input shaft 3 and that are engaged with each other and set to have different gear ratios. The power transmitted to the output shaft 4 is output to the outside of the power transmission device 1 and transmitted to the front wheels 101.

The gear pairs 5, 6, and 7 are disposed on the input shaft 3 and are driven by power transmitted from the first transmission shaft 2, and the drive gears 5 a, 6 a, and 7 a are disposed on the output shaft 4. And driven

gears

5b, 6b, 7b driven by 6a, 7a. Here, the gear pairs 5, 6 and 7 are first gear, second gear, and third gear in descending order of the transmission gear pair 2a in descending order of gear ratio (number of teeth of driven gear / number of teeth of drive gear). In this embodiment, the gear pair 5 is the first speed, the gear pair 6 is the second speed, and the gear pair 7 is the third speed. Note that illustration of the reverse gear is omitted. In the case of the reverse gear, a pinion gear may be inserted between the gear pairs 5, 6, 7.

The drive gears 5a, 6a, 7a constituting the gear pairs 5, 6, 7 are each formed integrally with the input shaft 3. On the other hand, driven

gears

5b, 6b, and 7b that mesh with the driving

gears

5a, 6a, and 7a, respectively, are fixed to the output shaft 4 via a first clutch 10 that will be described later. The first clutch 10 transmits power from the input shaft 3 to the output shaft 4, while blocking transmission of power from the output shaft 4 to the input shaft 3, and transmits power from the input shaft 3 to the output shaft 4. The transmission can be cut off.

Here, the detailed configuration of the first clutch 10 will be described with reference to FIGS. 3 is a cross-sectional view of the first clutch 10, and FIG. 4 is a cross-sectional view of the first clutch 10 taken along the line IV-IV in FIG. As shown in FIGS. 3 and 4, the first clutch 10 includes a first inner ring 11, a first outer ring 12 that surrounds the outer periphery of the first inner ring 11, and between the first inner ring 11 and the first outer ring 12. A plurality of first sprags 13, a retainer 14 for holding the first sprags 13, and a load applying device 15 are mainly provided.

The first inner ring 11 is a member having a function of transmitting power, and includes an outer peripheral surface 11a having a circular cross section as shown in FIGS. 3 and 4, and is configured to be rotatable around an axis O. The first inner ring 11 is formed integrally with the output shaft 4 (see FIG. 2).

The first outer ring 12 is a member having a function of transmitting power together with the first inner ring 11, and as shown in FIGS. 3 and 4, the inner peripheral surface having a circular cross section facing the outer peripheral surface 11a of the first inner ring 11. 12a, and is configured to be rotatable around the axis O in the same manner as the first inner ring 11. The first outer ring 12 is formed integrally with each driven

gear

5b, 6b, 7b (see FIG. 2).

The 1st sprag 13 is a member which bears the function which engages the 1st inner ring | wheel 11 and the 1st outer ring | wheel 12, and has

engagement surface

13a, 13b (refer FIG. 5) which each contact | connects the outer peripheral surface 11a and the inner peripheral surface 12a. In addition, as shown in FIG. 4, a plurality of elements are arranged at equal intervals in the circumferential direction between the outer peripheral surface 11 a and the inner peripheral surface 12 a facing each other.

Further, the first sprag 13 is urged in the circumferential direction of the inner peripheral surface 11a and the outer peripheral surface 12a by a ribbon spring 16 (see FIG. 5). Here, the ribbon spring 16 will be described with reference to FIG. FIG. 5 is a partially enlarged cross-sectional view of the first clutch 10 showing the portion indicated by V in FIG. 4 in an enlarged manner.

The ribbon spring 16 applies an urging force to the first sprag 13 so that the engaging

surfaces

13a and 13b are in contact with the outer peripheral surface 11a and the inner peripheral surface 12a. 5 is a member that generates a rotational moment in the “locking direction”, and is formed by applying a wave-like bending process to a metal material as shown in FIG. 5, and applies an urging force to the first sprag 13 using its elasticity. It is configured to be grantable. However, the ribbon spring 16 may be constituted by a coil spring.

By applying a biasing force to the first sprag 13 by the ribbon spring 16, the first sprag 13 tilts in the self-locking direction so that the engaging

surfaces

13a and 13b are in contact with the outer peripheral surface 11a and the inner peripheral surface 12a. As a result, as shown in FIG. 5, frictional force is generated at the contact A between the inner peripheral surface 12a and the engagement surface 13b and the contact B between the outer peripheral surface 11a and the engagement surface 13a, and the outer peripheral surface 11a and the inner peripheral surface. When the first inner ring 11 and the first outer ring 12 rotate in a predetermined direction due to the displacement of the respective contacts A and B in the circumferential direction of 12a, the first sprag 13 is added to the first inner ring 11 and the first outer ring 12. Engage.

That is, the first outer ring 12 rotates relative to the first sprag 13 relative to the first inner ring 11 in the direction of the arrow Ro in FIG. 5 (hereinafter referred to as “lock direction”) as viewed from the first inner ring 11 side. When doing so, the first sprag 13 is engaged with the first inner ring 11 and the first outer ring 12. As a result, the first inner ring 11 rotates together with the first outer ring 12. On the other hand, the first outer ring 12 is rotated relative to the first inner ring 11 with respect to the first sprag 13 as viewed from the first inner ring 11 side in the direction of the opposite arrow Ro in FIG. 5 (hereinafter referred to as “free direction”). When rotating, the first sprag 13 is tilted in the anti-self-locking direction against the urging force of the ribbon spring 16 by the frictional force acting on the contact A, and the first sprocket 13 is applied to the first inner ring 11 and the first outer ring 12. The sprag 13 is disengaged. As a result, the first outer ring 12 idles around the first inner ring 11.

In addition, when the first inner ring 11 rotates in the direction of the arrow Ri (locking direction) in FIG. 5 with respect to the first sprag 13 as viewed from the first outer ring 12 side by relative rotation with the first outer ring 12, The first sprag 13 engages with the first inner ring 11 and the first outer ring 12. As a result, the first outer ring 12 rotates together with the first inner ring 11. On the other hand, when the first inner ring 11 rotates relative to the first outer ring 12 in the counter arrow Ri direction (free direction) of FIG. The first sprag 13 tilts in the anti-self-lock direction against the urging force of the ribbon spring 16 due to the frictional force acting on the contact B, and the first outer ring 12 idles around the first inner ring 11.

Referring back to FIG. 3 and FIG. The retainer 14 is a member that retains the first sprag 13 so as to be tiltable in the circumferential direction of the outer peripheral surface 11a and the inner peripheral surface 12a. As shown in FIGS. 3 and 4, the retainer 14a and the load transmission unit 14b. The holding portion 14 a is a portion that holds the first sprag 13 and extends in the direction of the axis O as shown in FIGS. 3 and 4 and holds the upper end side of the first sprag 13.

The load transmitting portion 14b is a portion to which the load is transmitted from the load applying device 15, and extends in a direction intersecting with the direction of the axis O as shown in FIG. Thereby, compared with the case where the load transmission part 14b is extended in the axial center O direction, the dimension of the axial direction O of the holder | retainer 14 can be shortened, and size reduction of the 1st clutch 10 can be achieved.

Further, as shown in FIG. 4, the load transmitting portion 14b is formed in a gear shape so that a load is transmitted from the load applying device 15 through a gear mechanism configured between the load transmitting portion 14b and a pinion 15b described later. It is configured. Thereby, the energy loss produced in the load transmission path from the load applying device 15 to the cage 14 can be reduced, and the load can be efficiently transmitted to the cage 14.

The load applying device 15 applies a load to the first sprag 13 against the urging force of the ribbon spring 16 to tilt the first sprag 13 in the anti-self-lock direction (the counter arrow S rotation direction in FIG. 5). As shown in FIGS. 3 and 4, the apparatus includes an actuator 15 a and a pinion 15 b.

The actuator 15a is a power source that generates a load to be applied to the first sprag 13, and is configured by an electric motor (an AC motor or a DC motor) and configured to be drivable by electric power supplied from a power source (not shown). . Thus, since the actuator 15a is comprised with the electric motor, compared with the case where the actuator 15a is comprised with a cylinder, a solenoid, etc., for example, the structure of the load provision apparatus 15 can be simplified and size reduction can be achieved. it can. In addition, when the structure of the load applying device 15 is complicated, the load applying device 15 is increased in size, leading to an increase in the size of the first clutch 10. However, the structure of the load applying device 15 is simplified and downsized. If possible, the first clutch 10 can be downsized.

The pinion 15b is a member for transmitting the motive power of the actuator 15a to the cage 14, and is formed in a gear shape that meshes with the load transmission portion 14b of the cage 14 as shown in FIG. 3, and is connected to the load transmission portion 14b. A gear mechanism is formed between them. The power of the actuator 15 a is transmitted to the retainer 14 by the pinion 15 b, so that a load is applied to the first sprag 13 via the retainer 14. Thus, since the load application device 15 applies a load to the first sprags 13 via the retainer 14, it can apply a load to the plurality of first sprags 13 at a time, and the first sprags 13 can be efficiently applied. A load can be applied to the.

According to the load applying device 15 configured as described above, by applying a load to the first sprag 13 against the urging force of the ribbon spring 16, the first sprag 13 is tilted in the anti-self-lock direction. The engagement of the first sprag 13 to the first inner ring 11 and the first outer ring 12 can be forcibly released. As a result, the power transmitted from the engine 111 (see FIG. 2) and the generator motor 112 to the input shaft 3 is input to the first outer ring 12 of the first clutch 10, and the first outer ring 12 enters the first sprag 13. On the other hand, even when rotating in the locking direction (the direction of arrow Ro in FIG. 5), the load application device 15 forcibly releases the engagement of the first sprag 13 from the first inner ring 11 and the first outer ring 12. The transmission of power from the input shaft 3 to the output shaft 4 can be interrupted by causing the outer ring 12 to idle.

Referring back to FIG. The power transmission device 1 transmits power between the generator motor 112 including the stator 112 s and the rotor 112 r and the first transmission shaft 2 via the speed increaser 50. In the present embodiment, the speed increaser 50 is configured to include a planetary gear device. The planetary gear device (speed increaser 50) includes a sun gear 50s that rotates when an input rotation from the second transmission shaft 9 connected to the rotor 112r is transmitted, and a plurality of planetary gears 50p that mesh with the outer periphery of the sun gear 50s. A ring gear 50r meshed with the plurality of planetary gears 50p, a carrier 50c that supports the plurality of planetary gears 50p and is rotated around the rotation center of the sun gear 50s to transmit the input rotation from the second transmission shaft 9 to the switching device 8. It has. The ring gear 50r is fixed to the case 1a that forms the outline of the power transmission device 1 in a non-rotatable manner.

Here, when the number of teeth of the sun gear 50s is a, the number of teeth of the planetary gear 50p is b, and the number of teeth of the ring gear 50r is c, the reduction ratio of the gearbox 50 (the rotational speed of the sun gear 50s / the rotational speed of the carrier 50c). Is 1 + c / a regardless of the number of teeth b of the planetary gear 50p, and the rotational speed of the sun gear 50s is (1 + c / a) times the rotational speed of the carrier 50c. Thereby, when power is transmitted from the first transmission shaft 2 to the second transmission shaft 9, the rotational speed of the second transmission shaft 9 is increased to increase the rotational speed of the rotor 112r, and the amount of power generated by the generator motor 112 is increased. Can be increased. On the other hand, when the power of the generator motor 112 is transmitted from the second transmission shaft 9 to the first transmission shaft 2, such as at the time of starting the engine 111 or driving assist by the generator motor 121, the torque of the first transmission shaft 2 And the starting performance and acceleration performance of the engine 111 can be improved.

The switching device 8 includes a second clutch 20 and a third clutch 30. Since the second clutch 20 is configured in the same manner as the first clutch 10, a detailed description thereof is omitted. The second clutch 20 transmits the power input from the first transmission shaft 2 to the second transmission shaft 9, while blocking the transmission of power from the second transmission shaft 9 to the first transmission shaft 2, and the first clutch The transmission of power from the transmission shaft 2 to the second transmission shaft 9 is configured to be cut off. The second inner ring 21 (see FIG. 2) of the second clutch 20 is connected to the carrier 50c, and the second outer ring 22 is connected to the first transmission shaft 2.

According to the second clutch 20, the power of the generator motor 112 is input from the second inner ring 21, and the second inner ring 21 is in the second sprag 23 as viewed from the second outer ring 22 side by relative rotation with the second outer ring 22. On the other hand, when rotating in the counter arrow Ri direction (free direction) in FIG. 5, the engagement of the second sprag 23 with the second inner ring 21 and the second outer ring 22 is released, and the second inner ring 21 is in the second state. The outer ring 22 is idled. On the other hand, when the second inner ring 21 rotates relative to the second outer ring 22 in the direction of the arrow Ri (locking direction) in FIG. The second sprag 23 is engaged with the second outer ring 22. As a result, the second inner ring 21 rotates with the second outer ring 22, and power is transmitted from the second inner ring 21 to the second outer ring 22.

Further, when power from the engine 111 is transmitted from the first transmission shaft 2 to the second clutch 20, the second outer ring 22 is second sprags as viewed from the second inner ring 21 side due to relative rotation with the second inner ring 21. The second sprag 23 is engaged with the second inner ring 21 and the second outer ring 22 by rotating in the arrow Ro direction (locking direction) in FIG. As a result, the second inner ring 21 rotates with the second outer ring 22, and power is transmitted from the second outer ring 22 to the second inner ring 21. On the other hand, when the second outer ring 22 rotates relative to the second inner ring 21 in the counter arrow Ro direction (free direction) in FIG. The engagement of the second sprag 23 with the 21 and the second outer ring 22 is released. As a result, the second outer ring 22 idles the second inner ring 21, and transmission of power from the second outer ring 22 to the second inner ring 21 is interrupted.

Since the second clutch 20 includes the load applying device 15 (see FIG. 4) as in the first clutch 10, power is transmitted to the second inner ring 21 and the second outer ring 22, and the second inner ring 21. Even when the second outer ring 22 rotates in the locking direction (arrow Ri direction or arrow Ro direction) with respect to the second sprag 23, the second sprag 23 to the second inner ring 21 and the second outer ring 22 by the load applying device 15. Can be forcibly released. Thereby, the transmission of power can be interrupted by idling the second outer ring 22.

Next, the third clutch 30 of the switching device 8 will be described. Since the third clutch 30 is configured in the same manner as the first clutch 10 (see FIG. 5) except that the load applying device 15 is omitted, detailed description thereof is omitted. FIG. 6 is a schematic diagram schematically showing the internal structure of the third clutch 30. However, description of the urging member 16 and the like is omitted. The third clutch 30 is a member that transmits power input from the second transmission shaft 9 to the first transmission shaft 2, while blocking transmission of power from the first transmission shaft 2 to the second transmission shaft 9.

The third inner ring 31 of the third clutch 30 is connected to the carrier 50c (see FIG. 2), and the third outer ring 32 is connected to the first transmission shaft 2 (see FIG. 2). The 3rd sprag 33 is a member which bears the function which engages the 3rd inner ring 31 and the 3rd outer ring 32, and is in contact with outer peripheral surface 31a and inner peripheral surface 32a. According to the third clutch 30, the power of the generator motor 112 (see FIG. 2) is input from the third inner ring 31, and viewed from the third outer ring 32 side by the relative rotation with the third outer ring 32, the third inner ring 31. Is rotated in the direction of the arrow Ri (locking direction) in FIG. 6 with respect to the third sprag 33, the third sprag 33 engages with the third inner ring 31 and the third outer ring 32. As a result, the third inner ring 31 rotates with the third outer ring 32 and power is transmitted from the third inner ring 31 to the third outer ring 32. On the other hand, when the third inner ring 31 rotates relative to the third outer ring 32 in the counter arrow Ri direction (free direction) of FIG. The engagement of the third sprag 33 with the third inner ring 31 and the third outer ring 32 is released, and the third inner ring 31 idles the third outer ring 32.

Further, when power from the engine 111 (see FIG. 2) is transmitted from the first transmission shaft 2 to the third clutch 30, the third outer ring is viewed from the third inner ring 31 side by relative rotation with the third inner ring 31. 32 rotates with respect to the third sprag 33 in the direction opposite to the arrow Ro (free direction) in FIG. 6, and the engagement of the third sprag 33 with the third inner ring 31 and the third outer ring 32 is released. As a result, the third outer ring 32 idles the third inner ring 31, and the transmission of power is interrupted. On the other hand, when the third outer ring 32 rotates relative to the third inner ring 31 in the direction of the arrow Ro (locking direction) in FIG. The third sprag 33 engages with the three inner rings 31 and the third outer ring 32. As a result, the third inner ring 31 rotates with the third outer ring 32 to transmit power.

Referring back to FIG. A fourth clutch 40 is disposed on the first transmission shaft 2 from the engine 111 to the switching device 8. Transmission of power from the engine 111 to the input shaft 3 can be interrupted by the fourth clutch 40.

Next, the operation state of the power transmission device 1 configured as described above will be described with reference to FIGS. 7 to 9 schematically show a front view of the internal structure of the power transmission device 1. 7 to 9, for easy understanding, the power transmission path is indicated by an arrow P, and the rotation direction of the drive gears 5a, 6a, 7a and the first outer ring 12 of the first clutch 10 is indicated by an arrow. ing. Further, the load applying device 15 (see FIG. 4) of the first clutch 10 and the second clutch 20 is operated to engage the first sprag 13 with the first inner ring 11 and the first outer ring 12, the second inner ring 21 and The case where the engagement of the second sprag 23 to the second outer ring 22 is released is expressed as “ON”, the load applying device 15 of the first clutch 10 and the second clutch 20 is deactivated, and the first inner ring 11 and the second The case where the first sprag 13 can be engaged with the first outer ring 12 and the second sprag 23 can be engaged with the second inner ring 21 and the second outer ring 22 is indicated as “OFF”.

Further, as described above, in the present embodiment, the gear pairs 5, 6 and 7 are arranged in descending order of the gear ratio (number of teeth of the driven gear / number of teeth of the driving gear) in the order closer to the transmission gear pair 2a. It is installed. If the gear ratios of the gear pairs are k1, k2, and k3 in this order, the gear ratios have a relationship of k1> k2> k3. Therefore, when power is transmitted from the input shaft 3 (rotation speed is α) to the output shaft 4, assuming that the rotation speeds of the driven

gears

5b, 6b, and 6b are α1, α2, and α3, respectively, It is uniquely determined by the rotational speed of the input shaft 3, and α1 <α2 <α3 from the relationship of the gear ratio. Further, the rotational speed of the output shaft 4 is a rotational speed corresponding to the gear position.

First, with reference to FIG. 7, the power transmission device 1 when the driving force of the engine 111 is assisted by the driving force of the generator motor 112 to start the vehicle 100 (see FIG. 1) will be described. FIG. 7 is a schematic diagram schematically showing the internal structure of the power transmission device 1 when the generator motor 112 assists in traveling. At the time of driving assist by the generator motor 112, the fourth clutch 40 is coupled and the load applying device 15 (see FIG. 4) of the second clutch 20 is operated (ON). Further, the load applying device 15 of the first clutch 10 of the gear pair 5 is deactivated (OFF), and the load applying device 15 of the first clutch 10 of the gear pairs 6 and 7 is operated (ON). In this state, when power from the engine 111 is transmitted to the first transmission shaft 2, the second outer ring 22 of the second clutch 20 is viewed from the second inner ring 21 side by relative rotation with the second inner ring 21. It rotates in the direction of arrow Ro (locking direction) in FIG. However, since the load applying device 15 of the second clutch 20 is operated, the second outer ring 22 of the second clutch 20 idles the second inner ring 21. Further, in the third clutch 30, the third outer ring 32 rotates in the counter arrow Ro direction (free direction) in FIG. 6 when viewed from the third inner ring 31 side by the relative rotation with the third inner ring 31, so that the third clutch The third outer ring 32 of 30 also idles the third inner ring 31. Therefore, power transmission from the first transmission shaft 2 to the generator motor 112 is interrupted.

On the other hand, when the generator motor 112 is driven and the power from the rotor 112r is transmitted to the switching device 8 (see FIG. 2), the second inner ring 21 of the second clutch 20 is rotated by the relative rotation with the second outer ring 22. 2 When viewed from the outer ring 22 side, the third inner ring 31 (see FIG. 2) of the third clutch 30 rotates in the counter arrow Ri direction (free direction) of FIG. As viewed from the outer ring 32 side, it rotates in the direction of arrow Ri (locking direction) in FIG. Since the relative rotational direction of the second inner ring 21 of the second clutch 20 is in the direction opposite to the arrow Ri (free direction), the second inner ring 21 of the second clutch 20 idles the second outer ring 22. On the other hand, when the third inner ring 31 (see FIG. 6) of the third clutch 30 rotates, the third outer ring 32 engaged with the third sprag 33 rotates, and accordingly, the first transmission shaft 2 rotates. Therefore, the power from the generator motor 112 is transmitted to the first transmission shaft 2 in addition to the power from the engine 111.

Next, when power is transmitted from the first transmission shaft 2 to the input shaft 3 via the transmission gear pair 2a, the driven

gears

5b, 6b, 7b of the gear pairs 5, 6, 7 are rotated, and the first clutch 10 is rotated. The first outer ring 12 (see FIG. 5) rotates. The first outer ring 12 of the first clutch 10 rotates relative to the first inner ring 11 in the direction of the arrow Ro (locking direction) in FIG. 5 when viewed from the first inner ring 11 side. Since the load applying device 15 (see FIG. 4) of the first clutch 10 is operated (ON), the first outer ring 12 of the first clutch 10 of the gear pairs 6 and 7 idles the first inner ring 11. On the other hand, since the load applying device 15 of the first clutch 10 of the gear pair 5 is inactive (OFF), the first outer ring 12 (see FIG. 5) of the first clutch 10 of the first speed gear pair 5 is changed to the first. Power is transmitted to the inner ring 11 and the output shaft 4 rotates. The rotational speed of the output shaft 4 is α1, which is equal to the rotational speed of the driven gear 5b of the gear pair 5. As a result, the front wheel 101 (see FIG. 1) of the vehicle 100 rotates (rotational speed α1), and the vehicle 100 travels forward.

The above has described the case where the generator 111 is used to assist the drive of the engine 111. However, the coupling of the fourth clutch 40 is released, the transmission of power between the engine 111 and the first transmission shaft 2 is interrupted, and the generator motor 112 It is also possible to travel with a driving force of only 112. Further, by stopping the driving of the generator motor 112, it is possible to travel with the driving force of only the engine 111.

Next, with reference to FIG. 8 and FIG. 9, the shift-up shift when the vehicle 100 is started and then the drive of the generator motor 112 is stopped and the vehicle is running only with the driving force of the engine 111 will be described. First, in order to prevent a shift shock at the time of upshifting, an operation for decreasing the rotation speed of the input shaft 3 will be described, and then an operation for upshifting will be described. FIG. 8 is a schematic diagram schematically showing the internal structure of the power transmission device 1 when the rotational speed of the input shaft 3 is reduced, and FIG. 9 is a schematic diagram of the internal structure of the power transmission device 1 in the second speed traveling. It is the schematic diagram shown in.

When shifting up from the first speed traveling state (see FIG. 7) to the second speed (power is transmitted from the input shaft 3 to the output shaft 4 via the gear pair 6), as shown in FIG. With the clutch 40 coupled, the load application device 15 (see FIG. 4) of the second clutch 20 is deactivated (OFF). The operating state of the load applying device 15 of the first clutch 10 of the gear pairs 5, 6, 7 is the same as in the traveling state of the first speed. As a result, the second outer ring 22 (see FIG. 2) of the second clutch 20 rotates relative to the second inner ring 21 in the direction of the arrow Ro (locking direction) in FIG. 5 when viewed from the second inner ring 21 side. In the third clutch 30, the third outer ring 32 (see FIG. 6) rotates in the opposite direction of the arrow Ro (free direction). For this reason, the second sprag 23 (see FIG. 2) of the second clutch 20 is engaged with the second inner ring 21 and rotates together with the second outer ring 22. As shown in FIG. 2, the carrier 50c rotates with the rotation of the second inner ring 21 of the second clutch 20, and the sun gear 50s that meshes with the planetary gear 50p rotates. As a result, power is transmitted from the sun gear 50s to the second transmission shaft 9, and the rotor 112r rotates to generate power. Thus, since a part of the energy transmitted to the first transmission shaft 2 is used and consumed for the rotation of the rotor 112r, the rotational speed (rotational speed) of the engine 111 and the input shaft 3 coupled to the first transmission shaft 2 is used. ) Decreases in a short time. Let α ′ be the reduced rotational speed of the input shaft 3 (α ′ <α).

On the other hand, in the gear pair 5, as the rotational speed of the input shaft 3 decreases, the rotational speed of the drive gear 5a decreases and the rotational speed of the driven gear 5b also decreases. As a result, the first outer ring 12 of the first clutch 10 rotates relative to the first inner ring 11 in the direction opposite to the arrow Ro (free direction) in FIG. The outer ring 12 idles the first inner ring 11. As a result, the driven gear 5b idles the output shaft 4. Further, since the load applying device 15 is operating in the gear pairs 6 and 7 (ON), the driven

gears

6 b and 7 b idle the output shaft 4. Therefore, transmission of power from the input shaft 3 to the output shaft 4 is interrupted, and the output shaft 4 connected to the front wheel 101 (see FIG. 1) idles the driven

gears

5b, 6b, 7b. The traveling speed hardly decreases (the rotation speed of the output shaft 4 hardly decreases and α1 is maintained). Therefore, it is possible to prevent the driver and passengers of the vehicle 100 from feeling slowed down.

Next, as shown in FIG. 9, the gear pair 5 at the high speed or less (second speed and first speed in the present embodiment) as viewed from the current gear position (first speed in the present embodiment). The operation of the load applying device 15 (see FIG. 4) of the first clutch 10 is stopped (OFF). As a result, the first sprag 13 can be engaged with the first inner ring 11 (see FIG. 5) and the first outer ring 12 in the first clutch 10 of the first gear pair 5 and the second gear pair 6. It becomes.

Here, in the case of the rotational speed α ′ of the input shaft 3, if the rotational speed of the driven gear 5b of the gear pair 5 is α1 ′, the rotational speed α1 ′ of the driven gear 5b is based on the rotational speed (α1) of the output shaft 5b. Become slow. Therefore, in the first clutch 10 of the gear pair 5, the rotational speed (α1 ′) of the first outer ring 12 is slower than the rotational speed (α1) of the first inner ring 11, and the first inner ring 11 is relatively free. It is equal to the state of rotating to. Therefore, in the first clutch 10 of the gear pair 5, the first sprag 13 cannot be engaged with the first inner ring 11 and the first outer ring 12 at the present time. As a result, the driven gear 5b idles the output shaft 4 and no power is transmitted.

When the rotational speed α2 ′ of the driven gear 6b of the gear pair 6 (the rotational speed of the driven gear 6b when the rotational speed α ′ of the input shaft is α. Α2 ′ <α2) is faster than the rotational speed α1 of the output shaft 6b, The first outer ring 12 rotates in the direction of the arrow Ro (locking direction) in FIG. 5 when viewed from the first inner ring 11 by relative rotation with the first inner ring 11 (see FIG. 5). As a result, power is transmitted from the first outer ring 12 toward the first inner ring 11, the driven gear 6 b rotates with the output shaft 4, and power is transmitted from the input shaft 3 to the output shaft 4 via the second speed gear pair 6. Is transmitted.

Further, the rotational speed α3 ′ of the driven gear 7b of the gear pair 7 (the rotational speed of the driven gear 7b at the rotational speed α ′ of the input shaft 3; α3 ′ <α3) is the rotational speed of the driven gear 6b of the gear pair 6. Since it is faster than α2 ′ (α2 ′ <α3 ′), the first outer ring 12 of the first clutch 10 of the gear pair 7 has a higher rotational speed than the first outer ring 12 of the first clutch 10 of the gear pair 6, and FIG. Rotate in the direction indicated by the arrow Ro (lock direction). However, since the load applying device 15 (see FIG. 4) is operating in the gear pair 7 (ON), the first sprag 13 cannot be engaged, and the first outer ring 12 idles the first inner ring 11 to transmit power. Is cut off.

Here, in order to relatively rotate the first outer ring 12 (see FIG. 5) in the direction of the arrow Ro (locking direction) in the gear pair 6, the rotational speed α2 ′ of the driven gear 6b is greater than the rotational speed α1 of the output shaft 4. It needs to be fast. Considering the gear ratio k1 of the gear pair 5, α1 = α / k1. In consideration of the gear ratio of the gear pair 6, α2 ′ = α ′ / k2. Since α2 ′> α1 must be satisfied, α ′ / k2> α / k1. Solving this, α ′> α / k1 · k2. That is, when the rotational speed α ′ ≦ α / k1 · k2 of the reduced input shaft 3 is reached, no power is transmitted to the second-speed gear pair 6. The rotation speed α ′ = α / k1 · k2 determined by the relationship between the rotation speed of the input shaft 3 before the shift and the gear ratios of the gear pairs 5 and 6 before and after the shift is the second speed gear pair in the case of the shift-up shift. 6 is referred to as “synchronous rotation speed”. The synchronous rotation speed is a rotation speed at which the rotation speeds of the first inner ring 11 and the first outer ring 12 of the first clutch 10 disposed in the gear pair 6 after the shift are equal. Thus, in order to transmit power from the input shaft 3 to the output shaft 4 via the first clutch 10, it is necessary to make the rotational speed (rotational speed) of the input shaft 3 after shifting greater than the synchronous rotational speed. . On the contrary, the transmission of power from the input shaft 3 to the output shaft 4 can be cut off by setting the rotational speed (rotational speed) of the input shaft 3 before the shift to the synchronous rotational speed or less. In the present embodiment, when calculated in the same manner, the synchronous rotation speed in the third gear pair 7 in the case of the upshift is α / k2 · k3 (where α is the input shaft before the shift) 3 rotation speed (number of rotations)).

In this way, when performing a shift-up shift, the shift can be performed only by stopping the operation of the load applying device 15 of the first clutch 10 of the high-speed gear pair 6. Further, when the rotational speed of the input shaft 3 is lower than the synchronous rotational speed of the gear pair 7 after shifting, the first sprag 13 in the high-speed gear pair 6 is tilted in the anti-self-locking direction, so that the engine 111 Power is not transmitted from the (power source) to the high-speed gear pair 6. However, when the rotational speed of the input shaft 3 is increased and the rotational speed exceeds the synchronous rotational speed in the gear pair 6 after the shift, the first sprag 13 in the gear pair 6 tilts in the self-locking direction, and the high speed from the input shaft 3 increases. Power is transmitted to the stage gear pair 6. In this way, the speed of the input shaft 3 coincides with the synchronous speed at the time of transmission where power is transmitted, which is equivalent to no change in the speed. Therefore, a shift shock at the time of upshift can be prevented.

Furthermore, by rotating the rotor 112r with the rotational energy of the input shaft 3, the rotational speed of the input shaft 3 can be reduced in a short time to perform a smooth speed change, and the energy can be effectively utilized to increase the amount of power generation. Can be made. Further, since the first sprag 13 of the low-speed first clutch 10 is tilted in the anti-self-locking direction while the rotational speed of the input shaft 3 is reduced, a braking force that reduces the rotational speed of the input shaft 3 is applied. Transmission to the output shaft 4 can be prevented. Thereby, the rotation speed of the input shaft 3 can be reduced without reducing the speed of the vehicle 100 and without giving a feeling of deceleration. Therefore, it is possible to prevent a feeling of deceleration when the vehicle 100 is accelerated. The same applies when shifting from the second speed to the third speed, and the description of the operation when performing the upshift from the second speed to the third speed is omitted.

Next, with reference to FIG. 7 and FIG. 9, the power transmission device 1 when performing a downshift is described. Even when the downshift is performed, the shift can be performed by switching between the operation and non-operation of the load applying device 15 (see FIG. 4) of the first clutch 10 as in the case of the upshift. When a downshift to the first speed is performed from the state of the second speed traveling shown in FIG. 9 (the rotational speed of the input shaft 3 is α and the rotational speed of the output shaft 4 is α2), it is shown in FIG. Thus, the load application device 15 of the first clutch 10 of the second-speed driven gear 6b is operated (ON). As a result, in the first clutch 10 of the second speed driven gear 6b, the engagement of the first sprag 13 to the first inner ring 11 (see FIG. 5) and the first outer ring 12 is released, so that the second speed The driven gear 6b runs idle on the output shaft 4 and no power is transmitted.

On the other hand, in the first clutch 10 in the first speed driven gear 5b, the rotational speed (α1) of the first outer ring 12 is slower than the rotational speed (α2) of the output shaft 4, that is, the rotational speed (α2) of the first inner ring 11. Therefore (α1 <α2), the first outer ring 12 rotates in the free direction in the direction of the opposite arrow Ro (see FIG. 5) as viewed from the first inner ring 11 due to the relative rotation with the first inner ring 11. For this reason, the 1st-speed driven gear 5b idles the output shaft 4 and no power is transmitted. However, when the rotational speed (rotational speed) of the first outer ring 12 of the first clutch 10 in the first gear pair 5 (hereinafter referred to as “rotational speed α1 ″) is faster than the rotational speed α2 of the output shaft 4. The first outer ring 12 relatively rotates in the locking direction, and the first sprag 13 engages with the first inner ring 11 and the first outer ring 12. As a result, the first-speed driven gear 5b rotates with the output shaft 4. Thus, the downshift can be performed from the second speed traveling state to the first speed.

Here, in order to relatively rotate the first outer ring 12 (see FIG. 5) in the direction of the arrow Ro (locking direction) in the gear pair 5, the rotational speed α1 ″ of the driven gear 5b is greater than the rotational speed α2 of the output shaft 4. In consideration of the gear ratio k1 of the gear pair 5, α1 ″ = α ″ / k1 (where α ″ is the rotational speed (number of rotations) of the input shaft 3 after the shift). In consideration of the gear ratio of the gear pair 6, α2 = α / k2. Since α1 ″> α2 must be satisfied, α ″ / k1> α / k2. Solving this, α ″> α / k 2 · k 1. That is, when the rotational speed α ″ of the input shaft 3 ≦ α / k 2 · k 1, no power is transmitted to the first speed gear pair 5. The rotation speed α ″ = α / k2 · k1 determined by the relationship between the rotation speed of the input shaft 3 before the shift and the gear ratios of the gear pairs 5 and 6 before and after the shift is the first speed gear pair in the case of the shift down shift. 5 is referred to as “synchronous rotation speed”. The synchronous rotation speed is a rotation speed at which the rotation speeds of the first inner ring 11 and the first outer ring 12 of the first clutch 10 disposed in the gear pair 5 after the shift are equal. Thus, in order to transmit power from the input shaft 3 to the output shaft 4 via the first clutch 10, it is necessary to make the rotational speed (rotational speed) of the input shaft 3 after shifting greater than the synchronous rotational speed. . On the contrary, the transmission of power from the input shaft 3 to the output shaft 4 can be cut off by setting the rotational speed (rotational speed) of the input shaft 3 before the shift to the synchronous rotational speed or less. In the present embodiment, when calculated in the same manner, the synchronous rotational speed of the second speed gear pair 6 in the case of the downshift is α / k3 · k2 (where α is the input shaft before the shift) 3 rotation speed (number of rotations)).

Thus, when a downshift is performed, the shift can be performed only by operating the load applying device 15 of the first clutch 10 of the gear pair 6 at the current shift stage. When the rotational speed of the input shaft 3 is lower than the synchronous rotational speed of the gear pair 5 after the shift, the first sprags 13 of the gear pair 5 at the low speed stage are tilted in the anti-self-locking direction. Power is not transmitted from the (engine 111) to the low-speed gear pair 5. However, when the rotational speed of the input shaft 3 is increased to be equal to the synchronous rotational speed of the gear pair 5 after the speed change, the first sprags 13 in the low speed gear pair 5 are tilted in the self-locking direction, and the low speed stage from the input shaft 3 The power is transmitted to the gear pair 5. In this way, the speed of the input shaft 3 coincides with the synchronous speed at the time of transmission where power is transmitted, which is equivalent to no change in the speed. Therefore, a shift shock at the time of downshift can be prevented.

Next, a detailed configuration of the vehicle control device 130 will be described with reference to FIG. FIG. 10 is a block diagram showing an electrical configuration of the vehicle control device 130. As shown in FIG. 7, the vehicle control device 130 includes a CPU 61, a ROM 62, and a RAM 63, which are connected to the input / output port 65 via the bus line 64. The input / output port 65 is connected to a device such as the load applying device 15.

The CPU 61 is an arithmetic unit that controls each unit connected by the bus line 64, and the ROM 62 is a control program (for example, the program of the flowchart shown in FIGS. 11 and 12) executed by the CPU 61 or the gear pair 5. This is a non-rewritable nonvolatile memory storing fixed value data such as transmission ratios of 6 and 7. The RAM 63 is a memory for storing various data in a rewritable manner when executing the control program. The ROM 62 stores an optimum shift speed map (not shown) corresponding to the traveling speed of the vehicle 100. The optimum gear map is, for example, the first gear is the optimum gear when the running speed is less than V1, the second gear is the optimum gear when the running speed is V1 to V2, and the optimum when the running speed is V2 or higher. The gear position is set as the third speed (however, V1 <V2).

The shift switch sensor device 70 is a device for detecting the presence or absence of an upshift operation or a downshift operation by the driver and outputting the detection result to the CPU 61. The present embodiment mainly includes a sequential switch built in a shift lever device (not shown) and an output circuit (not shown) that processes an output signal of the sequential switch and outputs it to the CPU 61. Yes. In the automatic transmission, downshifting can be performed by kickdown. In this case, the shift switch sensor device 70 detects a downshift operation due to kickdown and outputs the detection result to the CPU 61.

The travel speed detection device 71 is a device for detecting a pulse proportional to the rotational speed of the axle and outputting the detection result to the CPU 61. The CPU 61 can acquire the traveling speed of the vehicle 100 from the detection result input from the traveling speed detection device 71.

The load application sensor device 72 detects the operation (ON) or the non-operation (OFF) of each load application device 15 of each first clutch 10 disposed in the

gear pair

5, 6 and 7, and the detection result is obtained. A device for outputting to the CPU 61, a load application sensor (not shown) for detecting the operation (ON) or non-operation (OFF) of the load application device 15 and the detection results of each load application sensor are processed. And an output circuit (not shown) for outputting to the CPU 61. Further, the CPU 61 acquires the current shift speed (current shift speed) based on the detection result input from the load application sensor device 72. In the present embodiment, the CPU 61 determines that the load applying device 15 of the first clutch 10 of the gear pair 5 is OFF and the load applying device 15 of the first clutch 10 of the gear pairs 6 and 7 is ON. When the load applying device 15 of each first clutch 10 of the first

speed gear pair

5, 6 is OFF and the load applying device 15 of the first clutch 10 of the gear pair 7 is ON, the second speed, gear pair 5, If the load applying devices 15 of the first and

sixth clutches

6 and 7 are OFF, the third speed is acquired.

The accelerator pedal sensor device 73 is a device for detecting the amount of operation of an accelerator pedal (not shown) and the acceleration / deceleration speed of the accelerator pedal, and outputting the detection result to the CPU 61, and detects the amount of depression of the accelerator pedal. An angle sensor (not shown) for detecting, an angular velocity sensor (not shown) for detecting acceleration / deceleration of the accelerator pedal, and an output circuit (not shown) for processing the detection results of the angle sensor and the angular velocity sensor and outputting them to the CPU 61 )) Mainly.

The input shaft rotational speed sensor device 74 is a device for detecting the rotational speed of the input shaft 3 and outputting the detection result to the CPU 61. The rotational speed sensor (not shown) and detection of the rotational speed sensor An output circuit (not shown) that processes the result and outputs it to the CPU 61 is mainly provided. Further, the CPU 61 calculates the above-described synchronous rotational speed based on the detection result of the rotational speed of the input shaft 3 input from the input shaft rotational speed sensor device 74 and the gear ratios of the gear pairs 5, 6, and 7.

As another input / output device 80 shown in FIG. 10, for example, an acceleration sensor for detecting the acceleration of the vehicle 100 is exemplified. In consideration of the detection result of the acceleration of the vehicle 100, the CPU 61 can also determine whether there is a shift request.

Next, with reference to FIG. 11, the shift control process in the vehicle control device 130 will be described. FIG. 11 is a flowchart showing the shift control process in the first embodiment. This process is a process that is repeatedly executed by the CPU 61 (for example, at intervals of 0.2 ms) while the power of the vehicle control device 130 is turned on, and switches between the operation and non-operation of each load applying device 15. Thus, the shift shock described above is prevented.

CPU61 first acquires the traveling speed of the vehicle 100 regarding a shift control process (S1). This process is performed using the detection result of the traveling speed detection device 71 (see FIG. 10) as described above. Next, the optimum shift speed and the current shift speed (current shift speed) corresponding to the travel speed of the vehicle 100 acquired in the process of S1 are acquired (S2). As described above, this process is performed using the optimum shift speed map (not shown) stored in the ROM 62 and the detection result of the load application sensor device 72 (see FIG. 10). Next, the CPU 61 acquires the rotation speed of the input shaft 3 (S3). This process is performed using the detection result of the input shaft rotational speed sensor device 74 as described above.

Next, the CPU 61 determines whether or not the current gear position and the optimum gear position are equal (S4). As a result, when it is determined that the current shift speed is equal to the optimal shift speed (S4: Yes), it is determined that there is no shift request, and thus the shift control process is terminated. On the other hand, if it is determined as a result of the process of S4 that the current gear position is different from the optimum gear position (S4: No), then the CPU 61 determines whether the current gear position is smaller than the optimum gear position. (S5). As a result, when it is determined that the current shift speed is smaller than the optimal shift speed (S5: Yes), it is determined that there is an upshift request to shift from the current shift speed to the high speed speed to the optimal shift speed. Therefore, the synchronous rotational speed of the high speed (the second speed when the current speed is the first speed and the third speed when the current speed is the second speed) is acquired (S6). Is calculated and acquired from the rotational speed of the input shaft 3 acquired in the process of S3 and the gear ratios of the gear pairs 5, 6 and 7 stored in the ROM 62, as described above.

Next, the CPU 61 outputs a rotation speed down command for the engine 111 as a power source in order to reduce the rotation speed of the input shaft 3 (S7). The rotational speed down command is a command for performing one or more processes such as closing a valve and closing a throttle valve in order to reduce the rotational speed of the engine 111. By this process, the rotational speed of the engine 111 is decreased, and the rotational speed of the input shaft 3 is decreased. Next, the CPU 61 turns off the load applying device 15 of the second clutch 20 (S8). As a result, as described with reference to FIG. 8, the rotational speed (rotational speed) of the input shaft 3 can be reduced in a short time by driving the generator motor 112 using the rotational energy of the input shaft 3. Can increase the amount of power generation and effectively use energy. Further, since the first sprag 13 of the first clutch 10 at the low speed stage is tilted in the anti-self-lock direction, and the load applying device 15 of the first clutch 10 at the high speed stage is operating (ON), the front wheel 101 ( The output shaft 4 connected to (see FIG. 1) idles the driven

gears

5b, 6b, 7b (see FIG. 2). As a result, the traveling speed of the vehicle 100 (see FIG. 1) hardly changes. Therefore, the rotational speed of the input shaft 3 can be reduced without giving the driver a feeling of deceleration.

Next, the CPU 61 obtains the rotational speed of the input shaft 3 that has decreased due to the processing of S7 and S8 (S9). This process is performed using the detection result of the input shaft rotational speed sensor device 74 as described above. Next, the CPU 61 compares the target rotational speed and the synchronous rotational speed that are lower than the synchronous rotational speed of the gear pair in the high speed stage by a predetermined rotational speed (γ) with the rotational speed of the input shaft 3 acquired by the process of S9. It is determined whether the rotational speed of the input shaft 3 is equal to or higher than the target rotational speed and equal to or lower than the synchronous rotational speed (S10). Note that γ can be about 10% of the synchronous rotational speed, although it depends on the accuracy of each sensor. As a result, if it is determined that the rotational speed is smaller than the target rotational speed or larger than the synchronous rotational speed (S10: No), the process returns to S7 and continues. On the other hand, if it is determined that the rotational speed is equal to or higher than the target rotational speed and equal to or lower than the synchronous rotational speed as a result of the process of S10 (S10: Yes), it is determined that no shift shock will occur, so The load applying device 15 for the second speed when the gear position is the first speed and the third speed when the current gear position is the second speed) is turned off, and the load applying device 15 for the second clutch 20 is turned on. (S11), the upshift is performed, and this shift control process is terminated. When the rotational speed of the engine 111 (see FIG. 2) is increased after the upshift, the third clutch 30 cuts off the transmission of power from the first transmission shaft 2 to the second transmission shaft 9, and the second clutch 20 Since the transmission of power from the first transmission shaft 2 to the second transmission shaft 9 is interrupted by operating the load applying device 15 (see FIG. 4), the internal resistance and inertia of the generator motor 112 become drive resistance. Energy loss can be prevented and energy can be used effectively.

If the rotation speed of the input shaft 3 is lower than the synchronized rotation speed after the shift in the process of S11, the sprag at the high speed stage is tilted in the anti-self-lock direction, so that the engine 111 (power source) No power is transmitted to the gear pair. Next, when the driver increases the amount of depression of an accelerator pedal (not shown) and the rotational speed of the input shaft 3 exceeds the synchronous rotational speed after shifting, the first sprag 13 in the high-speed gear pair is moved in the self-locking direction. It tilts and power is transmitted from the input shaft 3 to the high-speed gear pair. In this way, at the time of a shift in which power is transmitted, the rotational speed of the input shaft 3 and the synchronous rotational speed coincide with each other, which is equivalent to no change in the rotational speed. Therefore, a shift shock at the time of upshift can be prevented.

Further, while the rotational speed of the input shaft 3 is lower than the synchronous rotational speed after the shift, the first sprag 13 at the high speed stage is tilted in the anti-self-locking direction, so that no power is transmitted, but the vehicle 100 is coasting. And hardly slow down. For this reason, it is possible to shift without giving the driver a feeling of deceleration. Furthermore, the control for preventing the shift shock is performed based only on the rotational speed of the input shaft 3, and the speed can be changed by simply switching between the operation and the non-operation of the load applying device 15. Therefore, the control can be simplified.

Further, since it is determined in the process of S10 whether the rotational speed of the input shaft 3 is equal to or higher than the target rotational speed and equal to or lower than the synchronous rotational speed, the rotational speed of the input shaft 3 is set to the target rotational speed when the processing of S11 is started. Can be prevented. Therefore, the time from when the rotational speed of the input shaft 3 exceeds the synchronous rotational speed until the power is transmitted can be shortened, and the time from the shift request to the completion of the shift can be shortened.

On the other hand, if it is determined as a result of the process of S5 that the current shift speed is greater than the optimal shift speed (S5: No), there is a downshift request to drop the current shift speed to the low speed speed to the optimal shift speed. Next, the CPU 61 obtains the synchronous rotational speed at the low speed (the second speed when the current speed is the third speed and the first speed when the current speed is the second speed) (S12). Note that, as described above, this process is obtained by calculating from the rotational speed of the input shaft 3 and the gear ratios of the gear pairs 5, 6 and 7 obtained in the process of S3. Next, the CPU 61 compares the synchronous rotational speed at the low speed stage with the rotational speed of the input shaft 3, and determines whether the rotational speed of the input shaft 3 is equal to or lower than the synchronous rotational speed (S13). As a result, when it is determined that the rotational speed is greater than the synchronous rotational speed (S13: No), this shift control process is terminated in order to maintain the current shift speed without performing a downshift. On the other hand, in the process of S13, when it is determined that the rotation speed of the input shaft 3 is equal to or less than the synchronous rotation speed (S13: Yes), it is determined that no shift shock will occur, and therefore the current shift stage load. The assigning device 15 is turned on (S14), and downshifting is performed.

Next, the CPU 61 outputs a drive command for the generator motor 112 (see FIG. 2) (S15), and ends this shift control process. As a result of this processing, the driving force by the generator motor 112 is transmitted to the second transmission shaft 9 and the carrier 50c, and is transmitted to the first transmission shaft 2, the transmission gear pair 2a, and the input shaft 3 via the third clutch 30. As a result, the rotational speed of the input shaft 3 can be increased to the synchronous rotational speed in a short time. Therefore, the time from the downshift request to the completion of the downshift can be shortened. The third clutch 30 blocks the input of power from the input shaft 3 to the generator motor 112, so that the internal resistance and inertia of the generator motor 112 can be prevented from becoming driving resistance for traveling of the vehicle 100.

Here, if the rotation speed of the input shaft 3 is smaller than the synchronized rotation speed after the shift in the process of S14, the first sprag 13 in the low speed stage is tilted in the anti-self-lock direction, and therefore the engine 111 (power source ) To the low speed gear pair. When the driver increases the amount of depression of the accelerator pedal and the rotational speed of the input shaft 3 exceeds the synchronous rotational speed after the shift, the first sprag 13 at the low speed stage tilts in the self-locking direction, and the low speed stage from the input shaft 3 Power is transmitted to the gear pair. In this way, at the time of shifting in which the transmission of power is switched, the rotational speed of the input shaft 3 and the synchronous rotational speed coincide with each other, which is equivalent to no change in the rotational speed. Therefore, a shift shock at the time of downshift can be prevented.

Next, the shift control process in the second embodiment will be described with reference to FIG. FIG. 12 is a flowchart showing this shift control process. This process is a process for preventing a shift shock when the driver requests an upshift or a downshift using a shift lever device (not shown). This process is repeatedly executed by the CPU 61 (for example, at intervals of 0.2 ms) while the vehicle control device 130 is powered on.

CPU 61 first acquires the current shift speed (current shift speed) regarding the shift control process (S21). This process is performed using the detection result of the load application sensor device 72 as described above. Next, the CPU 61 acquires the rotational speed of the input shaft 3 (S22). This process is performed using the input shaft rotational speed sensor device 74 as described above. Next, the CPU 61 determines whether a downshift signal has been input (S23). This process is performed using the shift switch sensor device 70 as described above. As a result, when it is determined that the downshift signal has not been input (S23: No), the CPU 61 then determines whether the upshift signal has been input (S24). As a result of the process of S24, when it is determined that the upshift signal is not input (S24: No), it is determined that the driver does not intend to perform a shift, and thus the shift control process is terminated.

On the other hand, if it is determined that the upshift signal has been input as a result of the processing in S24 (S24: Yes), it is determined that the driver has requested to upshift from the current gear position to the high speed gear. In addition, the synchronous rotational speed of the high speed stage (second speed when the current gear stage is the first speed, and third speed when the current gear stage is the second speed) and the power source (the engine 111 in the present embodiment). ) Is acquired (S26). In this process, the synchronous rotation speed is obtained by calculating from the rotation speed of the input shaft 3 and the gear ratio of the gear pairs 5, 6, 7 acquired in the process of S 22, and the high speed stage stored in the ROM 62 is acquired. Get the minimum allowable speed. The minimum allowable rotational speed is the minimum rotational speed of the input shaft 3 that does not cause knocking in the engine 111, and is set for each gear pair.

Next, the CPU 61 determines whether or not the rotation speed acquired in the process of S22 is smaller than the minimum allowable rotation speed (S26). As a result of the processing of S26, when it is determined that the rotational speed is smaller than the minimum allowable rotational speed (S26: Yes), knocking is prevented because the engine 111 is likely to knock when shifting to the high speed stage. In order to do this, the current gear position is maintained, and this shift control process is terminated.

On the other hand, if it is determined as a result of the processing in S26 that the rotational speed is equal to or greater than the minimum allowable rotational speed of the power source (S26: No), the CPU 61 reduces the rotational speed of the input shaft 3 for the purpose of preventing a shift shock. Therefore, an engine speed reduction command for the engine 111 as a power source is output (S27). Since the rotation speed down command is the same as that described in the first embodiment, the description thereof is omitted. Next, the CPU 61 turns off the load applying device 15 of the second clutch 20 (S28). Thereby, similarly to the shift control process in the first embodiment, the rotational speed (rotational speed) of the input shaft 3 is reduced in a short time by driving the generator motor 112 using the rotational energy of the input shaft 3. And can increase the amount of power generation and effectively use energy. Further, as described in the first embodiment, since the influence of the decrease in the rotational speed of the input shaft 3 does not appear on the output shaft 4, it is possible to prevent the driver from feeling decelerated.

Next, the CPU 61 obtains the rotational speed of the input shaft 3 that has decreased due to the processing of S27 and S28 (S29). Next, the CPU 61 compares the target rotational speed and the synchronous rotational speed that are lower than the synchronous rotational speed in the gear pair in the high speed stage by a predetermined rotational speed (γ) with the rotational speed of the input shaft 3 acquired by the process of S29, It is determined whether the rotational speed of the input shaft 3 is equal to or higher than the target rotational speed and equal to or lower than the synchronous rotational speed (S30). Note that γ can be about 10% of the synchronous rotational speed, although it depends on the accuracy of each sensor. As a result, when it is determined that the rotational speed is smaller than the target rotational speed or larger than the synchronous rotational speed (S30: No), the process returns to S27 and continues. On the other hand, if it is determined that the rotational speed is equal to or higher than the target rotational speed and equal to or lower than the synchronous rotational speed as a result of the processing in S30 (S30: Yes), it is determined that no shift shock will occur, so When the gear position is the first speed, the load application device 15 for the second speed and the third speed when the current gear position is the second speed) is turned off, and the load application device 15 for the second clutch 20 is turned on. (S31) A shift up is performed, and this shift control process is terminated.

In this shift control process, when it is determined that the rotation speed is less than the minimum allowable rotation speed after the shift (S26: Yes), the shift control process is terminated and the load applying device 15 Since the current operating or non-operating state is maintained, knocking of the power source (engine 111) can be prevented.

On the other hand, if it is determined that the downshift signal has been input as a result of the process of S23 (S23: Yes), the CPU 61 then determines whether the accelerator pedal is depressed (S32). This process is performed using the accelerator pedal sensor device 73 as described above. As a result of the processing of S32, when it is determined that the amount of depression of the accelerator pedal is not 0 (S32: No), it is determined that the driver depresses the accelerator pedal and intends to downshift by kickdown. This shift control process ends.

On the other hand, if it is determined that the amount of depression of the accelerator pedal is 0 as a result of the processing of S32 (S32: Yes), it is determined that there is a downshift request from the current gear position to the low speed gear. The synchronous rotational speed of the low speed stage (the second speed when the current speed stage is the third speed and the first speed when the current speed stage is the second speed) and the maximum allowable speed of the low speed stage are acquired ( S33). In this process, the synchronous rotational speed is obtained by calculating from the rotational speed of the input shaft 3 and the gear ratio of the gear pairs 5, 6 and 7 obtained in the processing of S22, and the maximum of the low speed stage stored in the ROM 62 is obtained. Get the allowable rotation speed. The maximum permissible rotational speed is the maximum rotational speed of the input shaft that does not cause overrev in the engine 111 (power source), and is set for each gear pair.

Next, the CPU 61 determines whether or not the rotation speed acquired in the process of S22 is larger than the maximum allowable rotation speed (S34). If it is determined as a result of the process of S34 that the rotational speed is greater than the maximum allowable rotational speed (S34: Yes), the engine 111 is likely to cause an overrev when shifting to a low speed stage, thus preventing the overrev. In order to do this, the current gear position is maintained, and this shift control process is terminated. On the other hand, if it is determined as a result of the process of S34 that the rotational speed is equal to or lower than the maximum allowable rotational speed (S34: No), the CPU 61 compares the synchronous rotational speed at the low speed stage with the rotational speed of the input shaft 3. Then, it is determined whether the rotational speed of the input shaft 3 is equal to or lower than the synchronous rotational speed (S35). As a result, when it is determined that the rotational speed is greater than the synchronous rotational speed (S35: No), this shift control process is terminated in order to maintain the current shift stage without performing a downshift. On the other hand, in the process of S35, when it is determined that the rotation speed of the input shaft 3 is equal to or lower than the synchronous rotation speed (S35: Yes), it is determined that no shift shock will occur, and therefore the current shift stage load. The imparting device 15 is turned on (S36), downshifting is performed, and this shift control process is terminated.

In this shift control process, if it is determined in S34 that the rotational speed is greater than the maximum allowable rotational speed after the shift, the shift control process is terminated and the current application or non-operation of the load applying device 15 is performed. Maintain the state. Therefore, when the rotational speed of the input shaft 3 is too high, it is possible to prevent the power source (engine 111) from being overrev by not performing a downshift.

In this embodiment as well, as in the first embodiment, the CPU 61 may output a drive command for the generator motor 112 (see FIG. 2) after the process of S36 (assist means). With this process, the rotational speed of the input shaft 3 can be increased to the synchronous rotational speed in a short time by the driving force of the generator motor 112. Therefore, the time from the downshift request to the completion of the downshift can be shortened.

In the flow chart (shift control process) shown in FIG. 11, the processing at S9 is performed as the rotational speed acquisition means according to claim 1, and the processing at S4 and S5 is performed as the upshift request determining means. Is the process of S10, and the load releasing means is the process of S11. The downshift request means according to claim 4 corresponds to the processes of S4 and S5, the low speed stage rotation speed determination means corresponds to the process of S13, and the load application means corresponds to the process of S14. The motor input means according to claim 6 corresponds to the process of S8, and the assist means according to claim 7 corresponds to the process of S15.

In the flowchart (shift control process) shown in FIG. 12, the processing of S22 and S29 is performed as the rotational speed acquisition unit according to claim 1, and the processing of S23 and S24 is performed as the upshift request determination unit. The process of S30 corresponds to the process, and the process of S31 corresponds to the load releasing means. The process of S26 corresponds to the minimum allowable rotational speed determination means according to claim 3, and the process when the result of the process of S26 is determined to be Yes as the first maintenance means. The downshift request means described in claim 4 corresponds to the processes of S23 and S32, the low speed stage rotation speed determination means corresponds to S35, and the load application means corresponds to S36. The process of S34 corresponds to the maximum allowable rotational speed determination means according to claim 5, and the process when the result of the process of S34 is determined as Yes as the second maintenance means. The motor input means described in claim 6 corresponds to the processing of S28.

The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

In each of the above-described embodiments, the case where the vehicle control device 130 is mounted on the front-wheel drive vehicle 100 shown in FIG. 1 is described, but the present invention is not necessarily limited to this, and is mounted on the rear-wheel drive vehicle. Of course it is also possible. FIG. 13 is a schematic diagram schematically showing a rear-wheel drive vehicle 200 on which the vehicle control device 130 is mounted. As shown in FIG. 13, the vehicle 200 includes a rear unit 120 that drives the rear wheels 102 (the left rear wheel 102FL and the right rear wheel 102FR). The rear unit 120 includes an engine 111 and a generator motor 112 as a power source, a power transmission device 201 that transmits the power of the engine 111 and the generator motor 112 to the rear wheels 102, and a vehicle that performs a shift control process of the power transmission device 201. The power control device 130 is mainly provided, and the power transmitted to the output shaft 4 of the power transmission device 201 is transmitted to the left and right rear wheels 102 via the differential device. Note that the rear wheel 102 can be driven by selectively using the two powers of the engine 111 and the generator motor 112, but may be configured by either the engine 111 or the generator motor 112. Either engine 111 or generator motor 112 can be used as a power source.

FIG. 14 is a schematic diagram schematically showing the internal structure of the power transmission device 201. In the power transmission device 1 in each of the above-described embodiments, the second clutch 20 and the third clutch 30 that interrupt transmission of power are disposed between the first transmission shaft 2 and the second transmission shaft 9. Explained. On the other hand, in the power transmission device 201 shown in FIG. 14, the second clutch 20, the third clutch 30, and the fourth clutch 40 are not provided, and the first transmission shaft 2 is the carrier 50 c of the speed increaser 50. In addition, the second clutch 20 and the third clutch 30 are not connected. Note that the ring gear 50r of the speed increaser 50 is fixed to a case 201a that forms an outline of the power transmission device 201 so as not to rotate. In the power transmission device 201, since the generator motor 112 is connected to the first transmission shaft 2 connected to the engine 111 via the speed increaser 50, in the case of an upshift, as in the above embodiments. By transmitting the power from the engine 111 to the generator motor 112, the rotational speed of the input shaft 3 can be reduced in a short time. Further, the rotational speed of the input shaft 3 can be increased in a short time by the driving force generated by the generator motor 112, and the time from the downshift request to the completion of the shift can be shortened. The power transmission device 201 can also be mounted on the front-wheel drive vehicle 100.

Although the description of the shift control process in the first embodiment is omitted, in the process of S11, only the load applying device 15 of the first clutch 10 of the high speed gear pair 6 is deactivated, and the low speed gear pair 5 is operated. The load applying device 15 of the first clutch 10 may be operated to forcibly release the engagement of the first sprag 13 to the first inner ring 11 and the first outer ring 12. Also in the second embodiment, in the process of S31, only the load applying device 15 of the first clutch 10 of the high speed gear pair 6 is deactivated, and the first clutch 10 of the low speed gear pair 5 is deactivated. The load applying device 15 may be operated to forcibly release the engagement of the first sprag 13 from the first inner ring 11 and the first outer ring 12.

In the shift control process in the first embodiment, the process of S7 or S8 may be omitted. Moreover, the order of the process of S7 and the process of S8 may be switched. Similarly, in the second embodiment, the process of S7 or S9 may be omitted. Moreover, the order of the process of S7 and the process of S8 may be switched. This is because in either case, the rotational speed of the input shaft 3 can be reduced.

In the shift control process in the first embodiment, in the process of S10, it is determined whether the rotational speed of the input shaft 3 is equal to or higher than the target rotational speed (synchronous rotational speed−γ) and equal to or lower than the synchronous rotational speed. Similarly, in the shift control process in the second embodiment, in the process of S30, it is determined whether the rotational speed of the input shaft 3 is equal to or higher than the target rotational speed (synchronous rotational speed−γ) and equal to or lower than the synchronous rotational speed. did. It is not necessarily limited to these, and it may be determined whether the rotational speed of the input shaft 3 is equal to or lower than the synchronous rotational speed (including a case where the rotational speed is lower than the target rotational speed). This is also because in these cases, it is possible to prevent a feeling of deceleration and to prevent a shift shock.

In each of the above embodiments, the case where the engine 111 is used as a power source has been described. However, the present invention is not necessarily limited to this, and a motor may be used as a power source. When the motor is used as the power source, in the process of S7 in the first embodiment and the process of S27 in the second embodiment (rotational speed down command), the rotational speed of the motor is reduced by suppressing the current supplied to the motor. Reduce. If the motor is used as the power source, the process of S26 (minimum allowable rotation speed determination means) in the second embodiment can be omitted. This is because knocking does not occur.

Moreover, although each said embodiment demonstrated the case where the load provision apparatus 15 (actuator 15a) was comprised by the electric motor (alternating current motor or direct current motor), it is not necessarily restricted to this, Other power sources are used. It is naturally possible to adopt. Examples of other power sources include a DC motor, a hydraulic motor, a pneumatic cylinder, a hydraulic cylinder, an AC solenoid, and a DC solenoid.

Here, when the actuator 15a is configured by a solenoid, the actuator 15a is not limited to the case where a load is applied to the sprag 13 by a gear mechanism or the like. For example, the actuator 15a is configured to apply a load to the sprag 13 using electromagnetic force. Also good.

In each of the above embodiments, the case where the first clutch 10 is provided on the output shaft 4 has been described. However, the present invention is not necessarily limited to this, and it is naturally possible to provide the first clutch 10 on the input shaft 3. Moreover, although the case where the driven

gears

5b, 6b, and 7b were formed outside the first outer ring 12 of the first clutch 10 was described, the present invention is not necessarily limited thereto. The first clutch 10 may be provided between the driven

gears

5b, 6b, and 7b, and the first outer ring 12 of the first clutch 10 and the driven

gears

5b, 6b, and 7b may be connected.

In each of the above embodiments, the case where the speed increasing gear 50 is configured by a planetary gear device has been described. However, the present invention is not necessarily limited thereto, and it is naturally possible to use a gear device other than the planetary gear device. is there.

In each of the above embodiments, the case where the second clutch 20 is configured to include the sprag type one-way clutch with the release function of the second sprag 23 has been described, but the present invention is not necessarily limited thereto. Any other clutch can be used as long as it has a function of transmitting power in a certain direction and blocking the power transmission. Examples of the other clutch include a clutch to which power is transmitted by a roller or the like. Similarly, the case where the third clutch 30 is configured to include the sprag type one-way clutch has been described, but is not necessarily limited thereto. Another clutch can be used as long as it has a function of transmitting power in a certain direction. Examples of the other clutch include a clutch to which power is transmitted by a roller or the like.

2 First transmission shaft 3 Input shaft 4

Output shaft

5, 6, 7 Gear pair 9 Second transmission shaft 10 First clutch 11 First inner ring (inner ring)
11a outer peripheral surface 12 1st outer ring (outer ring)
12a Inner peripheral surface 13 First sprag (sprag)
13a, 13b Engagement surface 14 Cage 15 Load applying device 16 Ribbon spring (biasing member)
20 Second clutch 30

Third clutch

100, 200 Vehicle 111 Engine (power source)
112 Generator motor (power source)
130 Vehicle Control Device A, B Contact O Axis

Claims

An input shaft to which power from a power source is input, an output shaft disposed in parallel to the input shaft, and the output shaft and the input shaft that are engaged with each other and set to have different gear ratios. A plurality of gear pairs, and the power input from the input shaft disposed on one gear of each of the gear pairs is transmitted to the output shaft so as to be cut off, while the power from the output shaft to the input shaft is transmitted. A first clutch for interrupting transmission;
The first clutch is
An inner ring having an outer peripheral surface having a circular cross section and configured to be rotatable about an axis and connected to the input shaft or the output shaft or the gear;
An outer ring having a circular inner peripheral surface facing the outer peripheral surface of the inner ring and configured to be rotatable about the axis and connected to the gear or the input shaft or the output shaft;
A plurality of sprags arranged in a circumferential direction between the outer peripheral surface of the inner ring and the inner peripheral surface of the outer ring, each of which has an engagement surface in contact with the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring;
A cage that holds the sprag so as to be tiltable in a circumferential direction of the outer peripheral surface of the inner ring and the inner peripheral surface of the outer ring;
A biasing member that applies a biasing force to the sprag and tilts the sprag in the circumferential self-locking direction so that the engagement surface of the sprag is in contact with the outer peripheral surface of the inner ring and the inner peripheral surface of the outer ring; ,
A load is applied to the sprag through the retainer against the urging force of the urging member to tilt the sprag in a direction opposite to the self-locking direction and in the circumferential anti-locking direction. A vehicle control device for use in a vehicle including a load applying device,
A rotational speed acquisition means for acquiring the rotational speed of the input shaft;
Upshift request determining means for determining whether the vehicle has a shift request to a high speed stage;
When it is determined by the upshift request determination means that the vehicle has a request for shifting to a high speed, the rotation speed acquired by the rotation speed acquisition means is the first gear disposed in the gear pair after the shift. High-speed rotation speed determination means for determining whether the rotation speed of the inner ring and the outer ring of one clutch is equal to or less than a synchronous rotation speed that is equal;
When the high-speed stage rotational speed determination means determines that the rotational speed is equal to or lower than the synchronous rotational speed after shifting, the predetermined load applying device is deactivated, and the high-speed stage rotational speed determination means is disposed on the high-speed stage gear pair. A vehicle control device comprising: a load releasing means for releasing a load applied to the sprag of the first clutch.
The load release means is predetermined when the high-speed stage rotation speed determination means determines that the rotation speed is equal to or higher than a target rotation speed that is lower than the synchronous rotation speed after shifting by a predetermined rotation speed and equal to or less than the synchronous rotation speed. 2. The vehicle control device according to claim 1, wherein the load applying device is deactivated and the load applied to the sprags of the first clutch disposed in the gear pair at a high speed is released.
When it is determined by the upshift request determination means that the vehicle has a shift request to a high speed stage, the rotation speed acquired by the rotation speed acquisition means is less than the minimum allowable rotation speed of the power source after the shift. A minimum allowable rotational speed determination means for determining whether or not
When the minimum allowable rotational speed determination means determines that the rotational speed is less than the minimum allowable rotational speed of the power source after the shift, the first operation of maintaining the current operation or non-operation state of the load applying device is performed. The vehicle control device according to claim 1, further comprising a maintenance unit.
Downshift request determining means for determining whether the vehicle has a request for shifting to a low speed stage;
When it is determined by the downshift request determining means that the vehicle has a request for shifting to a low speed, the rotation speed acquired by the rotation speed acquiring means is provided in the gear pair after the shift. Low-speed rotational speed determination means for determining whether the rotational speed of the inner ring and the outer ring of one clutch is equal to or less than the synchronous rotational speed that is equal;
When the low-speed speed determination means determines that the rotational speed is equal to or lower than the synchronous rotational speed after the shift, the predetermined load applying device is operated to be disposed on the gear pair at the current shift speed. 4. The vehicle control device according to claim 1, further comprising: a load applying unit that applies a load to the sprag of the first clutch that is provided. 5.
If the downshift request determination means determines that the vehicle has a request for shifting to a low speed, does the rotation speed acquired by the rotation speed acquisition means be greater than the maximum allowable rotation speed of the power source after the shift? A maximum allowable rotational speed determining means for determining
A second maintenance for maintaining the current operating or non-operating state of the load applying device when the maximum allowable rotational speed determination means determines that the rotational speed is greater than the maximum allowable rotational speed of the power source after the shift. The vehicle control device according to claim 4, further comprising: means.
The vehicle is
A first transmission shaft for transmitting power from the engine to the input shaft;
A second transmission shaft for transmitting power between the first transmission shaft and the generator motor;
When the upshift request determining means determines that the vehicle has a request for shifting to a high speed, the power of the input shaft input to the first transmission shaft is transmitted to the second transmission shaft and the generator 6. The vehicle control device according to claim 1, further comprising motor input means for inputting to the motor.
The vehicle is
A first transmission shaft for transmitting power from the engine to the input shaft;
A second transmission shaft for transmitting power between the first transmission shaft and the generator motor;
When the downshift request determining means determines that the vehicle has a request for shifting to a low speed, the power of the generator motor input to the second transmission shaft is transmitted to the first transmission shaft and the input The vehicle control device according to any one of claims 4 to 6, further comprising assist means for inputting to the shaft.
The vehicle is
A second clutch for transmitting the power input from the first transmission shaft to the second transmission shaft in such a manner that the power can be cut off, while blocking transmission of power from the second transmission shaft to the first transmission shaft;
And a third clutch that transmits power input from the second transmission shaft to the first transmission shaft, and interrupts transmission of power from the first transmission shaft to the second transmission shaft. 8. The vehicle control device according to claim 6 or 7, characterized in that: