WO2013011994A1

WO2013011994A1 - Manual transmission

Info

Publication number: WO2013011994A1
Application number: PCT/JP2012/068164
Authority: WO
Inventors: 周夜佐藤; 勇樹枡井; 智美田中
Original assignee: アイシン・エーアイ株式会社
Priority date: 2011-07-19
Filing date: 2012-07-18
Publication date: 2013-01-24
Also published as: JP2013023000A; DE112012003012T5; JP5876242B2

Abstract

This manual transmission is provided with: an input shaft (Ai) to which motive power is input from an internal combustion engine (E/G) via a clutch (C/T); an output shaft (Ao) that transmits motive power to a drive wheel; and an output shaft (Am) of an electric motor (M/G). The transmission includes a transmission stage (EV) for EV travel in which a motive power transmitting system is not established between the Ai and the Ao (different from neutral), and a plurality of transmission stages (2nd to 5th speeds) for HV travel in which a motive power transmitting system is established between the Ai and the Ao. When "EV" is selected, a fixed gear (Gev) provided to the Ao and dedicated for EV travel and the Am are connected in a motive power transmittable manner. When the 2nd to the 5th speeds are selected, an idler gear (G2o) provided to the Ao for a specific transmission stage and the Am are connected in a motive power transmittable manner. Thus, in the manual transmission provided with the plurality of HV travel transmission stages and the EV travel transmission stage, the rotating speed of the electric motor can be stably adjusted within an appropriate range during HV travel and EV travel.

Description

Manual transmission

The present invention relates to a manual transmission applied to a vehicle having an internal combustion engine and an electric motor as a power source, and more particularly, a friction clutch is interposed between an output shaft of the internal combustion engine and an input shaft of the manual transmission. It relates to what is applied to vehicles.

Conventionally, a so-called hybrid vehicle including an engine and an electric motor as power sources has been widely known (see, for example, Japanese Patent Application Laid-Open No. 2000-224710). In the hybrid vehicle, a configuration in which the output shaft of the electric motor is connected to any of the output shaft of the internal combustion engine, the input shaft of the transmission, and the output shaft of the transmission can be employed. Hereinafter, the driving torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine driving torque”, and the driving torque of the output shaft of the electric motor is referred to as “motor driving torque”.

Recently, a power transmission control device applied to a hybrid vehicle (hereinafter referred to as “HV-MT vehicle”) having a manual transmission and a friction clutch has been developed. The “manual transmission” referred to here is a transmission (so-called manual transmission, MT) that does not include a torque converter in which a gear position is selected according to a shift position of a shift lever operated by a driver. In addition, the “friction clutch” referred to here is interposed between the output shaft of the internal combustion engine and the input shaft of the manual transmission, and the friction plate is operated according to the operation amount of the clutch pedal operated by the driver. This is a clutch whose joining state changes.

In the hybrid vehicle, a state in which the vehicle travels using both the internal combustion engine driving torque and the electric motor driving torque (hereinafter referred to as “HV traveling”) can be realized. In recent years, in addition to this HV traveling, the vehicle travels using only the motor driving torque while maintaining the internal combustion engine in a stopped state (rotation of the output shaft of the internal combustion engine) (hereinafter referred to as “EV traveling”). Hybrid vehicles capable of realizing "

In an HV-MT vehicle, in order to realize EV traveling in a state where the driver does not operate the clutch pedal (that is, a state where the clutch is engaged), the transmission is maintained while maintaining the state where the input shaft of the transmission is not rotated. The output shaft must be driven by the motor driving torque. For this purpose, in addition to the output shaft of the motor being connected to the output shaft of the transmission, the transmission is in a state where a power transmission system is not established between the input shaft of the transmission and the output shaft of the transmission. Needs to be maintained.

Hereinafter, “input shaft to which power is input from the internal combustion engine (via the clutch)” and “output shaft to which power is input from the motor (that is, the output shaft of the motor is always connected so that power can be transmitted)” Assuming a manual transmission with In this manual transmission, regardless of whether or not a power transmission system is established between the input shaft and the output shaft, the motor drive torque can be arbitrarily transmitted to the output shaft (and hence the drive wheels) of the manual transmission.

Therefore, in order to realize the above-described EV travel in addition to the HV travel using this manual transmission, the power transmission stage between the input shaft and the output shaft of the transmission is used as the gear stage of the manual transmission. In addition to “the gear stage in which the transmission system is established” (hereinafter referred to as “the gear stage for HV traveling”), “the gear stage in which the power transmission system is not established between the input shaft and the output shaft of the transmission” for EV traveling. (A gear stage different from neutral, hereinafter referred to as “EV travel gear stage”) needs to be provided.

That is, in this manual transmission, the “shift ratio” between the input shaft and the output shaft is obtained by moving the shift lever to each HV traveling shift completion position corresponding to a plurality of HV traveling gear positions on the shift pattern. Is established, and the EV transmission shift completion position (neutral position is the neutral position) corresponding to the EV traveling gear position on the shift pattern is established. The power transmission system is not established between the input shaft and the output shaft.

By the way, the present applicant has already proposed a manual transmission for this type of HV-MT vehicle (see, for example, Japanese Patent Application No. 2011-92124). This application discloses a manual transmission in which the output shaft of the electric motor and the output shaft of the transmission are shared by a single shaft. According to this configuration, it is not necessary to separately provide the output shaft of the electric motor and the output shaft of the transmission, so that the entire transmission can be easily made compact.

In the configuration disclosed in this application, the output shaft of the motor is always rotated integrally with the output shaft of the transmission. In other words, the ratio of the rotational speed of the output shaft of the motor to the rotational speed of the output shaft of the transmission (and hence the vehicle speed) (hereinafter referred to as “motor speed ratio”) cannot be changed. Therefore, the motor gear ratio cannot be made different between HV traveling and EV traveling.

Generally, EV traveling is often used mainly at relatively low speed traveling such as when the vehicle starts. On the other hand, HV traveling is also used during relatively high-speed traveling in which a high-speed side gear is used. That is, the vehicle speed range during HV traveling is different from the vehicle speed range during EV traveling. Therefore, from the viewpoint of stably adjusting the rotation speed of the electric motor within an appropriate range during HV traveling and EV traveling, it is necessary to make the motor gear ratio different between HV traveling and EV traveling.

An object of the present invention is a manual transmission provided with a plurality of “HV travel shift speeds” and “EV travel shift speeds”, in which the rotational speed of an electric motor is stabilized and appropriately controlled during HV travel and EV travel. The object is to provide an easily adjustable range.

A feature of the manual transmission according to the present invention is that a connection switching mechanism for changing a connection state between the output shaft of the electric motor and the output shaft of the transmission is provided. This connection switching mechanism includes a “first connection state in which an EV traveling fixed gear provided on the output shaft of the transmission so as not to rotate relative to the output shaft of the electric motor and an output shaft of the electric motor are connected so as to be able to transmit power”, and “a plurality of HV A second idle connection state in which a specific idler gear provided on the output shaft of the transmission and the output shaft of the motor are connected so as to be able to transmit power is selectively realized. Configured to do.

According to the above configuration, when the position of the shift operation member is at the EV travel shift completion position, the “first connection state” can be realized, and the position of the shift operation member is any of the plurality of HV travel shift completion positions. In such a case, the “second connection state” can be realized. That is, the motor gear ratio can be made different between EV traveling and HV traveling.

In addition, the higher the speed selected from among the plurality of HV travel speeds, the lower the rotational speed of the input shaft of the transmission for the same (certain) vehicle speed. A “specific idle gear” (for example, a 2-speed idle gear) provided on the output shaft of the transmission is a corresponding fixed gear (for example, a 2-speed fixed gear) that rotates together with the input shaft of the transmission. ). For these reasons, in the second connection state, the rotational speed of the “specific idle gear” with respect to the same (certain) vehicle speed becomes higher as the selected speed stage among the plurality of HV traveling speed stages is higher. (Thus, the rotational speed of the electric motor) is reduced. This means that the range of fluctuations in the rotational speed of the motor is reduced from the relatively low speed running when the low speed gear is selected to the relatively high speed when the high speed gear is selected. To do. As a result, it becomes easy to stably adjust the rotation speed of the electric motor within an appropriate range.

In the manual transmission according to the present invention, in addition to the first and second connection states, a “non-connection state in which the output shaft of the transmission and the output shaft of the motor are not connected so as to transmit power” is selectively performed. It is preferable that the configuration is realized. According to this, when the position of the shift operation member is at any one of the plurality of HV travel shift completion positions, the “second connection state” and the “non-connection state” can be selectively realized. In the “disconnected state”, a state in which the vehicle travels using only the internal combustion engine drive torque (hereinafter referred to as “EG travel”) is realized.

As described above, when the position of the shift operation member is at any one of a plurality of HV traveling shift completion positions, HV traveling is realized when the “second connection state” is selected, and EG traveling is performed when the “non-connection state” is selected. Can be realized. The selection between the “second connection state” and the “non-connection state” may be performed using the driving force of the actuator based on the detection result of the vehicle running state (vehicle speed, accelerator opening, etc.). The operation may be performed using the operation force of the switching member, the driving force of the actuator, or the like based on the operation of the switching member operated by a driver other than the shift operation member.

1 is a schematic configuration diagram in a state where an N position of a power transmission control device for an HV-MT vehicle according to an embodiment of the present invention is selected. FIG. It is the schematic diagram which showed the positional relationship of the S & S shaft and the some fork shaft in the state where N position was selected. It is the schematic diagram which showed the engagement state of a "sleeve and a fork shaft" and a S & S shaft. It is the figure which showed the detail of the shift pattern. FIG. 2 is a diagram corresponding to FIG. 1 in a state where an EV position is selected. FIG. 3 is a diagram corresponding to FIG. 2 in a state where an EV position is selected. It is a figure corresponding to Drawing 1 in the state where the 2nd speed position (HV driving) was selected. It is a figure corresponding to Drawing 2 in the state where the 2nd gear position was selected. It is a figure corresponding to Drawing 1 in the state where the 2nd speed position (EG running) was selected. It is a figure corresponding to Drawing 1 in the state where the 3rd speed position (HV driving) was selected. It is a figure corresponding to Drawing 2 in the state where the 3rd speed position was chosen. It is a figure corresponding to Drawing 1 in the state where the 3rd speed position (EG running) was selected. It is a figure corresponding to Drawing 1 in the state where the 4th speed position (HV driving) was selected. It is a figure corresponding to Drawing 2 in the state where the 4th gear position was selected. It is a figure corresponding to Drawing 1 in the state where the 4th speed position (EG running) was selected. It is a figure corresponding to Drawing 1 in the state where the 5th speed position (HV driving) was selected. It is a figure corresponding to Drawing 2 in the state where the 5th speed position was chosen. It is a figure corresponding to Drawing 1 in the state where the 5th speed position (EG running) was selected. It is a figure corresponding to FIG. 1 of the power transmission control apparatus which concerns on the modification of embodiment of this invention.

Hereinafter, a power transmission control device for a vehicle including a manual transmission according to an embodiment of the present invention (hereinafter referred to as “the present device”) will be described with reference to the drawings. As shown in FIG. 1, the present apparatus is “a manual transmission M / T having an engine E / G and a motor generator M / G as a power source and not having a torque converter, a friction clutch C / T, This is applied to the “vehicle equipped with the vehicle”, that is, the “HV-MT vehicle”. The “HV-MT vehicle” may be a front wheel drive vehicle, a rear wheel drive vehicle, or a four wheel drive vehicle.

(overall structure)
First, the overall configuration of this apparatus will be described. The engine E / G is a well-known internal combustion engine, for example, a gasoline engine that uses gasoline as fuel, or a diesel engine that uses light oil as fuel.

The manual transmission M / T is a transmission (so-called manual transmission) that does not include a torque converter that selects a gear position according to the shift position of the shift lever SL operated by the driver. M / T includes an input shaft Ai that receives power from the output shaft Ae of the E / G, an output shaft Ao that outputs power to the drive wheels of the vehicle, and an MG shaft Am that receives power from the M / G. . The input shaft Ai, the output shaft Ao, and the MG axis Am are arranged in parallel to each other. Details of the configuration of the M / T will be described later.

The friction clutch C / T is interposed between the E / G output shaft Ae and the M / T input shaft Ai. C / T rotates integrally with Ai with respect to the state of engagement of the friction plates (more specifically, the flywheel that rotates integrally with Ae) according to the operation amount (depression amount) of the clutch pedal CP operated by the driver. This is a known clutch in which the axial position of the friction plate changes.

The C / T joined state (the axial position of the friction plate) is mechanically controlled according to the operation amount of the CP using a link mechanism or the like that mechanically connects the clutch pedal CP and the C / T (friction plate). Or may be adjusted electrically (in a so-called by-wire method) using the driving force of an actuator that operates based on the detection result of a sensor (sensor P1 to be described later) that detects the amount of operation of the CP. May be.

The motor generator M / G has one of known configurations (for example, an AC synchronous motor), and, for example, a rotor (not shown) rotates integrally with the output shaft Ao. That is, a power transmission system is always established between the M / G output shaft and the M / T output shaft Ao. Hereinafter, the drive torque of the E / G output shaft Ae is referred to as “EG torque”, and the drive torque of the M / G output shaft (output shaft Ao) is referred to as “MG torque”.

In addition, this device has a clutch operation amount sensor P1 that detects an operation amount (depression amount, clutch stroke, etc.) of the clutch pedal CP, and a brake operation amount that detects an operation amount (stepping force, presence / absence of operation, etc.) of the brake pedal BP. A sensor P2, an accelerator operation amount sensor P3 that detects the operation amount (accelerator opening) of the accelerator pedal AP, and a shift position sensor P4 that detects the position of the shift lever SL are provided.

Furthermore, this device includes an electronic control unit ECU. The ECU controls the EG torque by controlling the fuel injection amount of the E / G (the opening degree of the throttle valve) based on the information from the sensors P1 to P4 and the other sensors, and the inverter. The MG torque is controlled by controlling (not shown).

(M / T configuration)
Details of the M / T configuration will be described below with reference to FIGS. As can be understood from the shift pattern of the shift lever SL shown in FIGS. 1 and 4, in this example, as the selected gear position (shift completion position), five forward gear positions (EV, 2nd to 5th gears). ) And one reverse gear (R) for reverse travel. Hereinafter, the description of the reverse gear stage (R) is omitted. “EV” is the above-described EV travel speed, and “2nd speed” to “5th speed” are the above-described HV travel speeds. Hereinafter, for convenience of explanation, a range in which a select operation including “N position”, “first select position”, and “second select position” is possible is collectively referred to as “neutral range”.

M / T includes sleeves S1, S2, S3, and Sm. S1, S2, and S3 are sleeves for “second speed” and “third speed—fourth speed” respectively fitted to corresponding hubs that rotate integrally with the output shaft Ao so that they cannot rotate relative to each other and can move relative to each other in the axial direction. "Sleeve" and "5-speed" sleeve. Sm is a sleeve for switching the connection state of the MG shaft Am, which is fitted to a hub that rotates integrally with the MG shaft Am so that it cannot rotate relative to the MG shaft Am and can move relatively in the axial direction.

As shown in FIGS. 2 and 3, the sleeves S1, S2, and S3 are integrally connected to the fork shafts FS1, FS2, and FS3 (via the forks), respectively. FS1, FS2, and FS3 (and therefore S1, S2, and S3) are axially (see FIG. 2) by an inner lever IL (see FIGS. 2 and 3) provided on the S & S shaft that is interlocked with the operation of the shift lever SL. Is driven in the vertical direction, and in the horizontal direction in FIGS.

2 and 3, as the S & S shaft, the shift lever SL is shifted in the axial direction by a shift operation (up and down operation in FIGS. 1 and 4) and the shift lever SL is selected (in FIGS. 1 and 4). “Select rotation type” is shown that rotates about the axis by the left and right direction operation, but “shift rotation” that rotates about the axis by the SL shift operation and translates in the axial direction by the SL selection operation. A “type” may be used.

As shown in FIG. 3, shift heads H1, H2, and H3 are integrally provided in FS1, FS2, and FS3, respectively. Even if the position of the SL is moved from the “neutral range” by the shift operation (operation in the vehicle front-rear direction) to any direction on the vehicle front side or rear side, that is, the axial position of the inner lever IL (the left-right direction in FIG. 3). Position) moves in any direction from the reference position corresponding to the “neutral range” of SL, and IL presses any one selected from H1, H2, and H3 in the axial direction. , FS1, FS2, and FS3 (accordingly, S1, S2, and S3) are moved from the “neutral position”. Thereby, as will be described later, the corresponding gear stage is realized.

<Switching the connection state of the MG axis>
Hereinafter, first, switching of the connection state of the MG shaft will be described with reference to FIG. The connection state of the MG shaft is switched by driving the sleeve Sm to change the axial position of Sm. The MG shaft Am is provided with a first idle gear Gm1 and a second idle gear Gm2. The first idle gear Gm1 always meshes with a fixed gear Gev provided on the output shaft Ao. The second idle gear Gm2 always meshes with a second-speed idle gear G2o (corresponding to “specific idle gear”) provided on the output shaft Ao.

As shown in FIG. 1, when the sleeve Sm is in the neutral position, Sm does not engage with any of the idle gears Gm1 and Gm2. That is, a power transmission system is not realized between the MG shaft Am and the output shaft Ao. Hereinafter, this state is referred to as a “non-connection state”.

When the sleeve Sm is driven from the neutral position to the right in FIG. 1 and moved to the first connection position (see FIG. 5 and the like to be described later), Sm engages with the idler gear Gm1, and Gm1 is in relation to the MG axis Am. And is fixed so that relative rotation is impossible. That is, the MG shaft Am is connected to a fixed gear Gev provided on the output shaft Ao so as to be able to transmit power. Hereinafter, this state is referred to as a “first connection state”.

When the sleeve Sm is driven to the left in FIG. 1 from the neutral position and moves to the second connection position (see FIG. 7 and the like to be described later), Sm engages with the idle gear Gm2, and Gm2 is in relation to the MG axis Am. And is fixed so that relative rotation is impossible. That is, the MG shaft Am is connected to the idle gear G2o provided on the output shaft Ao so as to be able to transmit power. Hereinafter, this state is referred to as a “second connection state”.

As described above, the non-connected state, the first connected state, and the second connected state are selectively realized according to the position of the sleeve Sm. The driving force for driving the sleeve Sm in the axial direction includes a driving force of an actuator ACT (see FIG. 1) controlled by the ECU and a switching member (not shown) operated by a driver other than the shift lever SL. ) Can be used.

The selection of the position of the sleeve Sm (and hence the selection of the connection state of the MG shaft) can be performed based on the operation of the switching member by the driver. In this case, as the driving force for driving the sleeve Sm, the driving force of the actuator ACT and the operating force of the switching member by the driver can be used. Further, the selection of the position of Sm can be performed based on the detection result of the running state of the vehicle (vehicle speed, accelerator opening, etc.). In this case, the driving force of the actuator ACT can be used as the driving force for driving the sleeve Sm.

<Change gear shift>
Hereinafter, each speed stage will be described in order with reference to FIGS. Hereinafter, the fact that SL is in the shift completion position of a certain gear position may be expressed as “selected”.

<N>
As shown in FIGS. 1 and 2, when the shift lever SL is in the “N position” (more precisely, the neutral region), all of the sleeves S1, S2, and S3 are in the “neutral position”. In this state, S1, S2, and S3 are not engaged with any corresponding idle gears. That is, a power transmission system is not established between the input shaft Ai and the output shaft Ao.

In addition, the sleeve Sm is controlled to the “neutral position”. Therefore, a power transmission system is not established between the MG shaft Am and the output shaft Ao. The MG torque is maintained at “zero”. As described above, in the state where SL is in the “N position” (more accurately, the neutral region), neither the EG torque nor the MG torque is transmitted to the drive wheels.

<EV>
As shown in FIGS. 5 and 6, when the shift lever SL moves from the “N position” to the “EV shift completion position” (via the first select position), the IL of the S & S shaft is connected to the FS1. By driving the “EV engagement portion” of H1 in the “EV” direction (upward in FIG. 6), only FS1 (and therefore S1) is driven (upward in FIG. 6, rightward in FIG. 5). Is done. As a result, the sleeve S1 moves to the “EV position”. The sleeves S2 and S3 are each in the “neutral position”. Even if S1 moves to the “EV position”, there is no idle gear that engages with S1. Therefore, a power transmission system is not established between the input shaft Ai and the output shaft Ao.

On the other hand, in this case, Sm is controlled to the “first connection position” (see FIG. 5). Therefore, as shown by the thick solid line in FIG. 5, the MG torque in the forward direction is converted to the drive wheel by using the power transmission system established through “Gm1 and Gev” between the MG shaft Am and the output shaft Ao. Is transmitted to. That is, when “EV” is selected, the vehicle travels using only the MG torque while maintaining the E / G in the stopped state (the state where the rotation of the output shaft Ae of the E / G is stopped) (ie, , "EV traveling") is realized. That is, in this vehicle, by selecting “EV”, it is possible to start forward by EV traveling. The MG torque is adjusted to a value in the forward direction having a magnitude corresponding to the accelerator opening.

Even when “R” is selected, EV traveling can be realized by controlling Sm to the “first connection position”, similarly to the case where “EV” is selected. That is, by selecting “R”, it is possible to start backward by EV traveling. The “N position” (neutral region) and “EV position” (and “R position”) are identified by, for example, the detection result of the shift position sensor P4 and the detection of the sensor that detects the position of the S & S shaft. It can be achieved on the basis of the result or the like.

<2nd speed>
As shown in FIGS. 7 and 8, when the shift lever SL is moved from the “N position” to the “second gear shift completion position” (via the first select position), the IL of the S & S shaft is connected to the FS1. By driving the “second speed side engaging portion” of the head H1 in the “second speed” direction (downward in FIG. 8), only FS1 (and therefore S1) is (downward in FIG. 8, leftward in FIG. 7). ). As a result, the sleeve S1 moves to the “second speed position”. The sleeves S2 and S3 are each in the “neutral position”.

In this state, S1 is engaged with the idle gear G2o, and the idle gear G2o is fixed so as not to rotate relative to the output shaft Ao. The idle gear G2o is always meshed with a fixed gear G2i fixed to the input shaft Ai. As a result, as shown by a thick solid line in FIG. 7, a power transmission system for EG torque corresponding to “second speed” is established between the input shaft Ai and the output shaft Ao via “G2i and G2o”. .

In FIG. 7, Sm is controlled to “second connection position”. Therefore, as shown by a thick solid line in FIG. 7, a power transmission system for MG torque is established between the MG shaft Am and the output shaft Ao via “Gm2 and G2o”. As described above, in the state illustrated in FIG. 7, a state in which the vehicle travels using both the EG torque transmitted via the clutch C / T and the MG torque (that is, the “HV traveling”) is realized. . That is, “second speed” HV traveling is possible.

On the other hand, as shown in FIG. 9, when “second gear” is selected, Sm can also be controlled to “neutral position”. In this case, a power transmission system is not established between the MG shaft Am and the output shaft Ao. Therefore, in the state shown in FIG. 9, a state in which the vehicle travels using only the EG torque transmitted via the clutch C / T (that is, the “EG travel”) is realized. That is, “2nd speed” EG traveling is possible.

<3rd to 5th gear>
Hereinafter, as shown in FIGS. 10 to 18, when the shift lever SL is in “3rd speed”, “4th speed” or “5th speed”, Sm is “second connection” as in the case of “2nd speed”. When it is in the “position”, “HV traveling” is realized, and when the Sm is in the “neutral position”, “EG traveling” is possible.

Specifically, in “3rd speed”, “4th speed”, and “5th speed”, “G3i and G3o”, “G4i and G4o”, “G5i and G5o” between the input shaft Ai and the output shaft Ao, respectively. ”, A power transmission system for EG torque corresponding to“ 3rd speed ”,“ 4th speed ”, and“ 5th speed ”is established. In addition, when Sm is in the “second connection position”, “Gm2, G2o, G2i,“ Gm2, G2o, G2i, A power transmission system for MG torque is established through “Ai, G3i, G3o”, “Gm2, G2o, G2i, Ai, G4i, G4o”, “Gm2, G2o, G2i, Ai, G5i, G5o”.

As described above, in this example, “EV” (and “R”) is a shift stage for EV travel, and “2nd speed” to “5th speed” are shift stages for HV travel. For the transmission system of the EG torque, if “the ratio of the rotational speed of Ai to the rotational speed of Ao” is referred to as “MT speed reduction ratio”, the MT speed reduction ratio (GNo. The number of teeth / the number of teeth of GNi) (N: 2 to 5) gradually decreases.

In the above example, the axial positions of the sleeves S1 to S3 are determined by using a link mechanism (S & S shaft and fork shaft) that mechanically connects the shift lever SL and the sleeves S1 to S3. It is mechanically adjusted according to the shift position. In contrast, the axial positions of the sleeves S1 to S3 may be adjusted electrically (in a so-called by-wire system) using the driving force of the actuator that operates based on the detection result of the shift position sensor P4. .

(E / G control)
The E / G control by this apparatus is generally performed as follows. When the vehicle is stopped or “N” or “EV” (or “R”) is selected, E / G is maintained in a stopped state (a state where fuel injection is not performed). In the E / G stop state, the E / G is started (fuel injection is started based on the selection of a gear position for HV traveling (any one of “2nd speed” to “5th speed”)). ) During operation of E / G (while fuel is being injected), EG torque is controlled based on the accelerator opening and the like. During the operation of the E / G, the E / G is maintained in the stopped state again based on the selection of “N” or “EV” (or “R”) or the stop of the vehicle.

(M / G control)
The M / G control by this apparatus is generally performed as follows. When the vehicle is stopped or “N” is selected, the M / G is maintained in the stopped state (MG torque = 0). Based on the selection of “EV” (or “R”) (the sleeve Sm is controlled to the “first connection position”), the MG torque is for EV traveling based on the accelerator opening, the clutch stroke, and the like. (EV running MG torque control). On the other hand, when the sleeve Sm is in the “second connection position” based on the selection of the gear position for HV traveling (any of “2nd speed” to “5th speed”), the MG torque is It is adjusted to a value for HV traveling based on the opening degree, the clutch stroke, etc. (MG torque control for HV traveling) The magnitude of the MG torque to be adjusted differs between the EV traveling MG torque control and the HV traveling MG torque control. Then, based on the selection of “N” or the stop of the vehicle, the M / G is maintained in the stop state again.

(Action / Effect)
In the manual transmission according to the embodiment of the present invention, the “first connection state” is realized when the gear position for EV travel (“EV”) is selected, and the MG is set via “Gm1 and Gev”. A power transmission system is established between the shaft Am and the output shaft Ao. On the other hand, when the gear position for HV traveling (any one of “2nd speed” to “5th speed”) is selected, the “second connection state” is realized and “Gm2 and G2o” (or “Gm2 and A power transmission system is established between the MG shaft Am and the output shaft Ao via the gear train including G2o ”). That is, the “ratio of Am rotational speed to Ao rotational speed” (MG reduction ratio) can be made different between EV traveling and HV traveling. Therefore, the M / G rotational speed can be stably adjusted within an appropriate range during both HV traveling and EV traveling in different vehicle speed ranges.

Further, when the sleeve Sm is in the “second connection position” (that is, “second connection state”), a shift selected from among the HV running gears (“2nd speed” to “5th speed”) is selected. The higher the stage, the smaller the rotation speed of the “specific idle gear” (in this example, the idle gear G2o) for the same (certain) vehicle speed (and hence the M / G rotation speed). This is because the higher the gear position selected, the lower the rotational speed of the input shaft Ai of the transmission for the same (certain) vehicle speed, and the “specific idle gear” (in this example). , Based on the fact that the idle gear G2o) is always meshed with a fixed gear (in this example, fixed gear G2i) that rotates integrally with the input shaft Ai of the transmission.

As a result, the ratio of the rotational speed of the M / G to the vehicle speed is relatively large when the low speed side gear is selected, and the M / G of the vehicle speed is selected when the high speed side gear is selected. The rate of rotation speed becomes relatively small. This means that the fluctuation range of the rotational speed of M / G becomes small from the time of relatively low speed travel where the low speed side gear is selected to the time of relatively high speed travel where the high speed side gear is selected. Means. In the above embodiment, the M / G rotation speed can be stably adjusted within an appropriate range from this viewpoint.

In addition, the gear meshing with the idle gear Gm2 is an idle gear (in this example, “2nd speed” idle gear G2o) of the HV traveling speed stage (any one of “2nd speed” to “5th speed”). ), The entire transmission can be made compact. That is, in order to make the MG reduction ratio different between EV travel and HV travel, a gear that meshes with Gm2 is a second fixed gear dedicated to HV travel (other than Gev) provided on the output shaft Ao. There may be. In this case, on the output shaft Ao, in addition to G2o and Gev, it is necessary to further provide a second fixed gear dedicated to HV traveling. On the other hand, in the above embodiment, it is not necessary to provide the second fixed gear dedicated to the HV traveling, and thus the entire transmission can be made compact in this respect.

The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, the sleeves S1 to S3 are all provided on the output shaft Ao, but some of the sleeves S1 to S3 (including the sleeve that engages with the “specific idle gear”) are included. The remainder on the output shaft Ao may be provided on the input shaft Ai.

Further, in the above-described embodiment, when any one of the gear positions for HV traveling (“2nd speed” to “5th speed”) is selected, the position of the sleeve Sm is “second connection position” (for HV traveling). Response) and “neutral position” (corresponding to EG traveling), but when one of the gears for HV traveling (“2nd speed” to “5th speed”) is selected, the sleeve The position of Sm may be controlled to the “first connection position” (corresponding to HV traveling).

In the above embodiment, the idle gear Gm2 provided on the MG shaft Am is in mesh with the “2nd speed” idle gear G2o. However, as shown in FIG. 19, the idle gear Gm2 is “5”. It may be meshed with the “speed” idle gear G5o. Alternatively, the idle gear Gm2 may mesh with the “3rd speed” or “4th speed” idle gear G3o or G4o.

Claims

A manual transmission (M / T) without a torque converter, which is applied to a vehicle having an internal combustion engine (E / G) and an electric motor (M / G) as a power source,
An input shaft (Ai) to which power is input from the internal combustion engine;
An output shaft (Ao) that receives power from the electric motor and outputs power to the drive wheels of the vehicle;
A plurality of shift speeds for hybrid driving (second speed to 5) for driving a shift operating member (SL) operated by a driver in a state where the driving force of both the internal combustion engine and the electric motor can be used on a shift pattern. The transmission deceleration is the ratio of the rotational speed of the input shaft to the rotational speed of the output shaft between the input shaft and the output shaft by moving to each hybrid travel shift completion position corresponding to the speed). Establishing a power transmission system in which the ratio is set to each value corresponding to the hybrid driving gear position corresponding to the ratio, and the shift operation member on the shift pattern of the electric motor among the driving force of the internal combustion engine and the electric motor By moving to the motor travel shift completion position corresponding to the motor travel speed stage (EV) for traveling using only the driving force. Te, a transmission shifting mechanism which does not establish a power transmission system (M1) between said output shaft and said input shaft,
A connection switching mechanism (M2) for changing a connection state between the output shaft (Am) of the electric motor and the output shaft (Ao) of the transmission;
With
The transmission transmission mechanism (M1)
Each of the plurality of fixed gears is provided on the input shaft (Ai) or the output shaft (Ao) of the transmission so as not to be relatively rotatable, and each of the plurality of gears corresponds to each of the plurality of hybrid travel speeds. Fixed gears (G2i, G3i, G4i, G5i);
Each of the plurality of idle gears provided so as to be relatively rotatable with respect to the input shaft or the output shaft, each corresponding to each of the plurality of hybrid travel gears and the corresponding hybrid travel gears. A plurality of idler gears (G2o, G3o, G4o, G5o) that are always in mesh with the fixed gear;
Each of the plurality of sleeves provided so as not to rotate relative to the corresponding shaft of the input shaft and the output shaft and to be relatively movable in the axial direction, and each of the free gears of the plurality of free gears. A plurality of sleeves (S1, S2, S3) engageable with the corresponding idler gears to fix the non-rotatable relative to the corresponding shaft;
The corresponding sleeve of the plurality of sleeves is moved in the axial direction in accordance with the operation of the shift operation member, so that the corresponding idle gear of the plurality of idle gears is not rotatable relative to the corresponding shaft. A sleeve drive mechanism (FS1, FS2, FS3, S & S shaft) that realizes a corresponding shift stage among the plurality of hybrid travel shift stages by fixing;
With
The connection switching mechanism (M2)
An electric motor traveling fixed gear (Gev) other than the plurality of fixed gears provided so as not to rotate relative to the output shaft (Ao) of the transmission and an output shaft (Am) of the electric motor are connected to transmit power. Of the plurality of idle gears, the specific idle gears (G2o, G5o) provided on the output shaft of the transmission and the output shaft (Am) of the electric motor are connected so that power can be transmitted. A manual transmission configured to selectively realize the second connection state.
The manual transmission according to claim 1, wherein
The connection switching mechanism is
The first connection state is realized when the position of the shift operation member is at the electric motor travel shift completion position, and the position of the shift operation member is at any one of the plurality of hybrid travel shift completion positions A manual transmission configured to realize the second connection state.
The manual transmission according to claim 2, wherein
The connection switching mechanism is
In addition to the first and second connection states, a non-connection state in which the output shaft (Ao) of the transmission and the output shaft (Am) of the electric motor are not connected so as to transmit power is selectively realized. And
A manual transmission configured to selectively realize the second connection state and the non-connection state when the position of the shift operation member is at any one of the plurality of hybrid travel shift completion positions. .
The manual transmission according to claim 3, wherein
The connection switching mechanism is
First idle gears other than the plurality of idle gears provided on the output shaft (Am) of the electric motor so as to be relatively rotatable and always meshed with the electric motor driving fixed gear (Gev). A gear (Gm1);
A second idler gear other than the plurality of idler gears provided on the output shaft (Am) of the electric motor so as to be relatively rotatable, and is always meshed with the specific idler gears (G2o, G5o). An idle gear (Gm2),
A switching sleeve other than the plurality of sleeves provided on the output shaft (Am) of the electric motor so as not to be relatively rotatable and relatively movable in the axial direction, wherein the first and second idler gears are connected to the output shaft of the electric motor. A switching sleeve (Sm) that is selectively engageable with the first and second idle gears in order to selectively fix them relative to each other.
With
When the switching sleeve is in the first axial position, the switching sleeve is engaged with the first idle gear to realize the first connection state;
When the switching sleeve is in the second axial position, the switching sleeve is engaged with the second idle gear to realize the second connection state;
When the switching sleeve is at the third axial position, the switching sleeve is configured to realize the non-connected state without being engaged with any of the first and second idle gears. Machine.