WO2019111456A1 - Dispositif de commande de boîte-pont - Google Patents

Dispositif de commande de boîte-pont Download PDF

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Publication number
WO2019111456A1
WO2019111456A1 PCT/JP2018/031962 JP2018031962W WO2019111456A1 WO 2019111456 A1 WO2019111456 A1 WO 2019111456A1 JP 2018031962 W JP2018031962 W JP 2018031962W WO 2019111456 A1 WO2019111456 A1 WO 2019111456A1
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WO
WIPO (PCT)
Prior art keywords
sleeve
gear
control device
clutch
dog
Prior art date
Application number
PCT/JP2018/031962
Other languages
English (en)
Japanese (ja)
Inventor
剛太 那須
清水　亮
洋則 安部
Original Assignee
三菱自動車工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Priority to JP2019558000A priority Critical patent/JP6881598B2/ja
Priority to CN201880077885.1A priority patent/CN111433065B/zh
Publication of WO2019111456A1 publication Critical patent/WO2019111456A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a control device of a transaxle used in a hybrid vehicle equipped with an engine and two rotating electric machines.
  • the running mode includes EV mode, which runs only with a motor using the charging power of the battery, series mode, which runs the generator while driving the generator with the engine, and parallel mode, which runs while main running with the engine. Etc. are included.
  • the driving mode is switched by controlling a connecting / disconnecting mechanism interposed on a power transmission path in the transaxle. Examples of the connection / disconnection mechanism include a friction clutch (multiple disc clutch) and a dog clutch (see Patent Documents 1 and 2).
  • a dog clutch that does not have a synchro mechanism is often employed.
  • the spline teeth formed on the inner peripheral surface of the sleeve rotate against the dog teeth of the dog gear that rotates integrally with the idle gear while being rotationally synchronized with the idle gear side to be engaged.
  • the sleeve is moved axially to engage or disengage.
  • the sleeve is moved in the axial direction by an actuator controlled by a control device, and the sleeve has an initial position (hereinafter referred to as "zero point position") as a reference in this control.
  • the controller In order to control the sleeve accurately, the controller must accurately determine that the sleeve is at the zero point position. In other words, if the position of the sleeve can be accurately adjusted to the zero point position, the dog teeth of the dog gear and the spline teeth of the sleeve can be accurately engaged, and the generation of vibration and noise can be avoided.
  • the control device of the present transaxle has been devised in view of such problems, and one of its purposes is to adjust the position of the sleeve reliably to the zero point position.
  • the present invention is not limited to this object, and it is an operation and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and it is another object of the present invention to exert an operation and effect that can not be obtained by the prior art. is there.
  • the transaxle control device disclosed herein includes an engine, a first rotating electrical machine that drives an output shaft on the drive wheel side, and a second rotating electrical machine that generates electric power by the driving force of the engine.
  • Control device for a transaxle of a hybrid vehicle is a clutch provided on at least one of a first power transmission path from the first rotating electrical machine to the output shaft and a second power transmission path from the engine to the output shaft, and the clutch And a first gear coaxially disposed adjacent to and having an engaged gear engaged with a sleeve of the clutch.
  • control device moves the sleeve in the first direction so as to engage the engaged gear of the first gear when the output shaft is in the stop state, and then, the control device performs a predetermined neutral distance.
  • the sleeve is moved in a direction opposite to the first direction to adjust the initial position of the sleeve.
  • the neutral distance is a distance from a zero point position, which is a reference when the sleeve moves, to a position where the teeth of the sleeve mesh with the teeth of the engaged gear.
  • the sleeve is an annular engagement member rotatably synchronized with the shaft on which the clutch is provided and slidably coupled in the axial direction, and the teeth (spline provided on the inner peripheral surface side) Have teeth).
  • the first gear is supported so as to be relatively rotatable with respect to the shaft, and is engaged with a fixed gear fixed to another shaft, and the sleeve and the engaged gear are engaged (meshed) It is a gear that transmits power when.
  • the control device When moving the sleeve in the first direction, the control device preferably shifts the phase of the sleeve and the engaged gear by the power of the rotating electrical machine. (3) When moving the sleeve in the first direction, the controller causes the sleeve and the engaged gear to collide with each other when the teeth of the sleeve and the engaged gear do not engage with each other. It is preferable to shift the phase with the mating gear.
  • the control device causes the teeth of the sleeve and the teeth of the engaged gear to collide and collide It is preferable to determine that the (5)
  • the clutch is provided on the second power transmission path, and the control device shifts the phase of the sleeve and the engaged gear by the power of the second rotating electrical machine.
  • the clutch includes a high-side clutch and a low-side clutch, provided on the second power transmission path, for performing connection and disconnection of the power transmission and high / low switching, and the control device is configured to It is preferable to sequentially adjust the initial positions of both the high side clutch and the low side clutch.
  • the control device starts movement of the sleeve in the first direction to adjust the initial position of the sleeve.
  • the clutch is provided on the first power transmission path, and the control device shifts the phase of the sleeve and the engaged gear by the power of the first rotary electric machine.
  • the clutch is provided on the first power transmission path and on the second power transmission path, and the control device is driven on the first power transmission path by the power of the first rotary electric machine. It is preferable to shift the phase of the sleeve of the clutch and the engaged gear.
  • the initial position of the sleeve can be reliably adjusted (set) to the zero point position by appropriately giving the neutral distance.
  • FIG. 2 is a schematic side view of a powertrain provided with the transaxle of FIG. 1;
  • FIG. 2 is a skeleton view of a powertrain with the transaxle of FIG. 1;
  • It is a figure for demonstrating the content of the sleeve adjustment control implemented with the control apparatus of FIG. 1, (a) shows the state which the initial position Ps has shifted from 0 point position Pn, (b) carries out gear blocking The control content in the case of clutch engagement without being shown, (c) shows the control content in the case of gear block.
  • sleeve adjustment control implemented by the control apparatus of FIG.
  • a control device of a transaxle as an embodiment will be described with reference to the drawings.
  • the embodiments shown below are merely illustrative, and there is no intention to exclude the application of various modifications and techniques that are not specified in the following embodiments.
  • Each structure of this embodiment can be variously modified and implemented in the range which does not deviate from those meaning. Also, they can be selected as needed or can be combined as appropriate.
  • the control device 5 of the transaxle 1 of the present embodiment is applied to a vehicle 10 shown in FIG.
  • This vehicle 10 is a hybrid vehicle equipped with an engine 2, a traveling motor 3 (motor, first rotating electric machine), and a generator 4 for power generation (generator, second rotating electric machine).
  • the generator 4 is connected to the engine 2 and can be operated independently of the operating state of the motor 3.
  • the vehicle 10 is provided with three types of travel modes: EV mode, series mode, and parallel mode. These traveling modes are alternatively selected by the control device 5 in accordance with the vehicle state, the traveling state, the driver's request output and the like, and the engine 2, the motor 3 and the generator 4 are properly used in accordance with the type.
  • the EV mode is a traveling mode in which the vehicle 10 is driven only by the motor 3 using charging power of a driving battery (not shown) while the engine 2 and the generator 4 are stopped.
  • the EV mode is selected when the traveling load and the vehicle speed are low or when the charge level of the battery is high.
  • the series mode is a traveling mode in which the generator 2 is driven by the engine 2 to generate electric power, and the electric power is used to drive the vehicle 10 by the motor 3.
  • the series mode is selected when the traveling load and the vehicle speed are medium or when the charge level of the battery is low.
  • the parallel mode is mainly a driving mode in which the vehicle 2 is driven by the engine 2 and the driving of the vehicle 10 is assisted by the motor 3 as needed.
  • the parallel mode is selected when the running load and the vehicle speed are high.
  • the engine 2 and the motor 3 are connected in parallel to the drive wheel 8 via the transaxle 1, and respective powers of the engine 2 and the motor 3 are individually transmitted from different power transmission paths. That is, each of the engine 2 and the motor 3 is a drive source which drives the output shaft 12 by the side of the driving wheel 8 mentioned later. Further, the generator 4 and the drive wheel 8 are connected in parallel to the engine 2 via the transaxle 1, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheel 8.
  • the transaxle 1 is a power transmission device in which a final drive (final reduction gear) including a differential gear 18 (differential gear, hereinafter referred to as "differential gear 18") and a transmission (reduction gear) are integrally formed. And a plurality of mechanisms for transmitting power between the drive and the driven device.
  • the transaxle 1 of the present embodiment is configured to be capable of high / low switching (switching between high speed and low speed), and the high gear according to the traveling state, required output, etc. by the control device 5 when traveling in parallel mode. The gear and the low gear are switched.
  • the engine 2 is an internal combustion engine (gasoline engine, diesel engine) fueled by gasoline or light oil.
  • the engine 2 is a so-called horizontal engine disposed sideways so that the direction of the crankshaft 2a (rotational axis) coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side of the transaxle 1 .
  • the crankshaft 2 a is disposed parallel to the drive shaft 9 of the drive wheel 8.
  • the operating state of the engine 2 is controlled by the controller 5.
  • the motor 3 and the generator 4 of the present embodiment are both a motor generator (motor generator) having a function as an electric motor and a function as a generator.
  • the motor 3 mainly functions as an electric motor to drive the vehicle 10, and functions as a generator during regeneration.
  • the generator 4 functions as a motor (starter) when starting the engine 2 and performs power generation with engine power when the engine 2 is operating.
  • An inverter (not shown) that converts a direct current and an alternating current is provided around (or inside) each of the motor 3 and the generator 4.
  • the rotational speeds of the motor 3 and the generator 4 are controlled by controlling an inverter.
  • the operating states of the motor 3, the generator 4 and the respective inverters are controlled by the control device 5.
  • the motor 3 according to the present embodiment is formed in a cylindrical shape whose outer shape is centered on the rotation axis 3a, and is fixed to the left side surface of the transaxle 1 with its bottom surface facing the transaxle 1 side.
  • the generator 4 of the present embodiment is formed in a cylindrical shape whose outer shape is centered on the rotation axis 4a, and, like the motor 3, the left side of the transaxle 1 is oriented with its bottom surface facing the transaxle 1 side. It is fixed to the face.
  • FIG. 2 is a side view of the power train 7 as viewed from the left side.
  • the power train 7 includes an engine 2, a motor 3, a generator 4, and a transaxle 1.
  • the engine 2 is omitted in FIG.
  • a power switch 6 is provided in the compartment of the vehicle 10 to switch the connection / disconnection state of the main power supply of the vehicle 10.
  • the main power source of the vehicle 10 is connected (READY-ON state)
  • the power switch 6 is turned off, the main power source of the vehicle 10 is disconnected (READY-OFF state Will be Further, the vehicle 10 is provided with a control device 5 that performs integrated control of various devices mounted on the vehicle 10.
  • FIG. 3 is a skeleton diagram of a powertrain 7 provided with the transaxle 1 of the present embodiment. As shown in FIGS. 2 and 3, the transaxle 1 is provided with six axes 11 to 16 arranged parallel to one another. Hereinafter, a rotary shaft coaxially connected with the crankshaft 2 a will be referred to as an input shaft 11.
  • rotation shafts coaxially connected with the drive shaft 9, the rotation shaft 3 a of the motor 3, and the rotation shaft 4 a of the generator 4 are referred to as an output shaft 12, a motor shaft 13, and a generator shaft 14.
  • a rotary shaft disposed on the power transmission path between the input shaft 11 and the output shaft 12 is referred to as a first countershaft 15, and is disposed on the power transmission path between the motor shaft 13 and the output shaft 12
  • the rotating shaft is called a second counter shaft 16.
  • Each of the six shafts 11 to 16 is pivotally supported by the casing 1C via bearings (not shown) at both ends.
  • An opening is formed in the side surface of the casing 1C located on each of the input shaft 11, the output shaft 12, the motor shaft 13 and the generator shaft 14, and the crankshaft 2a located outside the casing 1C and the drive shaft 9 , Rotary shaft 3a and rotary shaft 4a.
  • first path 51 a power transmission path from the motor 3 to the output shaft 12 via the motor shaft 13, and from the engine 2
  • second path 52 A power transmission path leading to the output shaft 12 through the input shaft 11
  • third path a power transmission path leading from the engine 2 to the generator shaft 14 through the input shaft 11 53
  • first path 51 and the second path 52 are drive power transmission paths
  • third path 53 is a power generation power transmission path.
  • the first path 51 is a path related to power transmission from the motor 3 to the drive wheel 8 and is responsible for power transmission of the motor 3.
  • the motor shaft 13 and the second counter shaft 16 are provided on the first path 51, and a first dog clutch 20 described later that connects and disconnects the power transmission is interposed in the middle of the first path 51.
  • the second path 52 (second power transmission path) is a path relating to power transmission from the engine 2 to the drive wheels 8 and is responsible for power transmission at the time of operation of the engine 2.
  • An input shaft 11 and a first counter shaft 15 are provided on the second path 52, and a second dog clutch 30 (engine (described later) performs disconnection and connection of power transmission and high / low switching in the middle of the second path 52 A side dog clutch is installed.
  • the third path 53 (third power transmission path) is a path related to power transmission from the engine 2 to the generator 4 and is responsible for power transmission at engine start and power transmission at the time of power generation by the engine 2.
  • the "fixed gear” means a gear provided integrally with the shaft and incapable of relative rotation with respect to the shaft.
  • “free running gear” means a gear that is rotatably supported relative to the shaft.
  • the input shaft 11 includes, in order from the side closer to the engine 2, the fixed gear 11a, the second dog clutch 30 on the high side (hereinafter referred to as "high side dog clutch 30H"), and the idle gear 11H (first gear). , And a fixed gear 11L.
  • the first countershaft 15 includes, in order from the side closer to the engine 2, the fixed gear 15a, the fixed gear 15H, the idle gear 15L (first gear), and the second dog clutch 30 on the low side (hereinafter referred to as And a low-side dog clutch 30L ".
  • the fixed gear 11 a of the input shaft 11 always meshes with the fixed gear 14 a provided on the generator shaft 14. That is, the input shaft 11 and the generator shaft 14 are connected via the two fixed gears 11 a and 14 a, and power can be transmitted between the engine 2 and the generator 4.
  • the fixed gear 15 a of the first countershaft 15 is always meshed with the ring gear 18 a of the differential 18 provided on the output shaft 12.
  • the idler gear 11H and the fixed gear 11L provided on the input shaft 11 have different numbers of teeth, and are constantly meshed with the stationary gear 15H and the idler gear 15L provided on the first countershaft 15.
  • the fixed gear 15H and the idle gear 15L of the first countershaft 15 also have different numbers of teeth.
  • the free rotation gear 11H has more teeth than the fixed gear 11L.
  • the idle gear 11H meshes with the fixed gear 15H having a small number of teeth to form a high gear.
  • the fixed gear 11L having a small number of teeth meshes with the idle gear 15L having a large number of teeth to form a low gear.
  • the idle gear 11H coaxially disposed adjacent to the high side dog clutch 30H has a dog gear 11d (engaged gear) integrally provided on the right side of the tooth surface portion meshing with the fixed gear 15H of the first countershaft 15.
  • the idle gear 15L coaxially disposed adjacent to the low-side dog clutch 30L has a dog gear 15d (engaged gear) integrally provided on the left side of the tooth surface portion meshing with the fixed gear 11L of the input shaft 11.
  • a dog tooth 11t is provided at a tip end (a radial outer end) of the dog gear 11d.
  • a dog tooth (not shown) similar to the dog tooth 11t is provided at the tip of the dog gear 15d.
  • the high-side dog clutch 30H and the low-side dog clutch 30L are both provided on the second path 52 to control the connection / disconnection state of the power of the engine 2 and to switch between the high gear stage and the low gear stage.
  • the high-side dog clutch 30H has a hub 31H fixed to the input shaft 11, and an annular sleeve 32H which can not rotate relative to the hub 31H (input shaft 11) and is axially slidably coupled. .
  • the sleeve 32 ⁇ / b> H slides in the axial direction when an actuator (for example, a servomotor, not shown) is controlled by the controller 5.
  • a stroke sensor 45a that detects the amount of movement (stroke amount) is provided.
  • spline teeth 32t that mesh with the dog teeth 11t of the dog gear 11d are provided on the inner side in the radial direction of the sleeve 32H.
  • the sleeve 32H and the dog gear 11d mesh (engage) with each other.
  • the driving force from the engine 2 is transmitted to the output shaft 12 through the high gear pairs 11H and 15H.
  • the idle gear 11H is idled and the high side power transmission in the second path 52 is interrupted. Become.
  • the low-side dog clutch 30L is non-relatively rotatable with respect to the hub 31L fixed to the first counter shaft 15, and the hub 31L (first counter shaft 15), and is axially slidably coupled.
  • an annular sleeve 32L is also slides in the axial direction when the actuator (not shown) is controlled by the control device 5, and the movement amount (stroke amount) is detected by the stroke sensor 45 b.
  • spline teeth (not shown) that mesh with the dog teeth of the dog gear 15d are provided.
  • the sleeve 32L and the dog gear 15d mesh (engage) with each other.
  • the driving force from the engine 2 is transmitted to the output shaft 12 through the low gear pairs 11L and 15L.
  • the idle gear 15L is idled, and the power transmission on the low side in the second path 52 is interrupted. The control of the sleeves 32H and 32L will be described later.
  • the second countershaft 16 is provided with a first dog clutch 20, an idle gear 16M (first gear), a parking gear 19, and a fixed gear 16a in order from the side closer to the engine 2.
  • the fixed gear 16 a is in constant mesh with the ring gear 18 a of the differential 18.
  • the parking gear 19 is an element constituting the parking lock device, and when the P range is selected by the driver, the parking gear 19 engages with a parking plug (not shown) to rotate the second countershaft 16 (that is, the output shaft 12). Ban.
  • the idle gear 16M has more teeth than the fixed gear 13a provided on the motor shaft 13, and is always meshed with the fixed gear 13a.
  • the idle gear 16M has a dog gear 16d (engaged gear) integrally provided on the right side of the tooth surface that meshes with the fixed gear 13a.
  • the dog gear 16d has a dog tooth (not shown) similar to the dog tooth 11t of the above-described dog gear 11d at its tip.
  • the first dog clutch 20 has an annular sleeve fixed to the second countershaft 16 and an annular sleeve which can not rotate relative to the hub 21 (second countershaft 16) and is axially slidably coupled. And 22.
  • the sleeve 22 also slides in the axial direction by an actuator (not shown) being controlled by the control device 5, and the movement amount (stroke amount) is detected by the stroke sensor 45c.
  • the sleeve 22 and the dog gear 16 d of the free rotation gear 16 M mesh with each other
  • the sleeve 22 and the dog gear 16 d mesh (engage) with each other.
  • the driving force from the motor 3 is transmitted to the output shaft 12 in a state in which the sleeve 22 and the dog gear 16 d are engaged (engaged).
  • the sleeve 22 engages with the dog gear 16d when the motor 3 is operating (on), and the sleeve 22 is controlled to the neutral position when the motor 3 is stopped (off).
  • the neutral position means a position where the sleeve is separated from the dog gear, and may be the same position as a zero point position described later, or may be a predetermined range including the zero point position. .
  • control is performed to adjust the initial position Ps of the sleeves 32H and 32L when the output shaft 12 is in the stopped state.
  • this control is referred to as "sleeve adjustment control”.
  • the sleeve adjustment control is performed by the controller 5 when the output shaft 12 is stopped (that is, while the vehicle 10 is stopped).
  • the sleeve adjustment control is performed on the sleeves 32H and 32L of the second dog clutch 30 provided on the second path 52.
  • the initial position Ps means the position of the sleeves 32H and 32L before the output shaft 12 is in the stopped state and the sleeves 32H and 32L are moved.
  • the transaxle 1 of this embodiment does not have a position sensor that directly detects the positions of the sleeves 32H and 32L, and has stroke sensors 45a and 45b that are cheaper than the position sensor.
  • the stroke sensors 45a and 45b are detection means for detecting the amount of movement of the sleeves 32H and 32L.
  • a zero point position Pn initial position which is a reference when being moved by the actuator is set in advance.
  • the control device 5 of the present embodiment moves the sleeves 32H and 32L to a desired position by instructing the movement direction and the movement amount from the initial position Ps to the actuator.
  • the desired position is, for example, a position where the spline teeth 32t of the sleeve 32H mesh with the dog teeth 11t of the dog gear 11d, ie, positions where the sleeves 32H, 32L and the dog gears 11d, 15d adjacent thereto engage. is there.
  • engagement position Pe the desired position
  • the second dog clutch 30 since the second dog clutch 30 is provided on the high side and the low side, the distance from the zero point position Pn to the engagement position Pe is previously determined for each of the sleeves 32H and 32L. Therefore, when engaging the sleeves 32H and 32L with the dog clutches 11d and 15d, the control device 5 transmits a preset command value (moving direction and moving amount) to the actuator.
  • the positions of the sleeves 32H and 32L before movement do not match the zero point position Pn due to some abnormality as shown in FIG. 4A.
  • the control device 5 adjusts the initial position Ps of the sleeves 32H and 32L to ensure that the positions of the sleeves 32H and 32L coincide with the zero point position.
  • This control is sleeve adjustment control.
  • the vehicle 10 for selecting the EV mode when the traveling load and the vehicle speed are low, that is, when the vehicle 10 starts or stops, the vehicle 10 for selecting the EV mode is illustrated. Therefore, when the output shaft 12 is stopped, the sleeve 22 of the first dog clutch 20 is And the dog gear 16 d are engaged, and the sleeve adjustment control is not performed on the sleeve 22 of the first dog clutch 20.
  • the output shaft 12 When the output shaft 12 is stopped (while the vehicle 10 is stopped), for example, when the main power supply of the vehicle 10 is cut off by turning off the power switch 6 of the vehicle 10 (that is, the vehicle 10 is When it is in the READY-OFF state). In addition, the vehicle 10 is waiting for a signal or waiting for a crossing while the vehicle 10 is in operation when the main power supply of the vehicle 10 is connected by turning on the power switch 6 of the vehicle 10 and before starting the operation, or while the vehicle 10 is in operation. Even when the generator 4 is not generating power, the output shaft 12 is also stopped. Therefore, sleeve adjustment control may be performed in these cases.
  • the controller 5 of this embodiment determines that the output shaft 12 is in the stopped state, it adjusts the position of the high side sleeve 32H, and then adjusts the position of the low side sleeve 32L to adjust both the clutches 30H and 30L.
  • the adjustment of the initial position Ps of is sequentially performed. Specifically, as shown in FIG. 4B, the actuator of the high-side sleeve 32H is controlled to move the sleeve 32H from the initial position Ps toward the dog gear 11d of the idle gear 11H, and the spline teeth 32t and dog tooth 11t are engaged.
  • the sleeve 32H is reversely set from the engagement position Pe by a preset neutral distance Dn (as shown by the black-painted arrow in the drawing, the sleeve 32H is separated from the dog gear 11d).
  • first direction the direction in which the clutch is engaged
  • second direction the direction opposite to the first direction
  • the control device 5 may determine that the vehicle 10 is stopped (that is, the output shaft 12 is stopped) by the vehicle speed sensor or the wheel speed sensor (all not shown), or the shift position or parking brake 19 It may be judged from the lock state of the main body or the on / off state of the main power supply of the vehicle 10. Further, the neutral distance Dn is the “distance from the zero point position Pn to the engagement position Pe” described above, and is preset for each of the sleeves 32H and 32L.
  • the sleeve 32H since the sleeve 32H is stopped at a position separated by the neutral distance Dn from the position where the spline teeth 32t and the dog teeth 11t mesh with each other (the above-described engagement position Pe), the position of the sleeve 32H reliably matches the zero point position. Do.
  • the factor causing the sliding movement of the sleeve 32H to end is when the spline teeth 32t mesh with the dog teeth 11t (that is, when the engagement position Pe is reached), as shown in FIG. As shown in c), this is the case where the spline teeth 32t and the dog teeth 11t collide without meshing (that is, a gear block is generated).
  • the position of the sleeve 32H when the gear is blocked is referred to as "gear block position Pb".
  • the control device 5 of the present embodiment determines a factor when the sleeve 32H is stopped based on the distance (movement amount) from the initial position Ps to the position at which the sleeve 32H is stopped.
  • the control device 5 sets “DXX”.
  • the control device 5 When moving the sleeve 32H in the first direction, the control device 5 rotates the input shaft 11 by the power of the generator 4 to shift the phase between the sleeve 32H and the dog gear 11d.
  • the hub 31H is fixed to the input shaft 11, and the sleeve 32H is provided so as to be incapable of relative rotation with respect to the hub 31H. That is, when moving the sleeve 32H, the control device 5 rotates the sleeve 32H by applying a torque to the generator 4 and changes the phase of the sleeve 32H to shift the relative phase with the dog gear 11d. Thereby, the generation of the gear block of the spline teeth 32t and the dog teeth 11t is suppressed.
  • the control device 5 of the present embodiment operates the generator 4 when judging that the gear block is generated, rotates the sleeve 32H via the input shaft 11, changes the phase, and then changes the sleeve 32H in the first direction again. Move to At this time, if the sleeve 32H moves, it is moved until the sleeve 32H stops (that is, to the engagement position Pe), and if the sleeve 32H does not move, the sleeve 32H is rotated again via the input shaft 11, and the sleeve 32H and dog gear 11d Then, the sleeve 32H is slid.
  • the rotation direction of the input shaft 11 may be one direction, or the rotation direction may be switched in a short cycle.
  • the generator 4 may be operated to turn the sleeve 32H before it is determined that a gear block has occurred (for example, when the movement of the sleeve 32H is started).
  • the control device 5 When the adjustment of the high side sleeve 32H is finished, the control device 5 performs the same control on the low side sleeve 32L. That is, the actuator of the low side sleeve 32L is controlled to move the sleeve 32L toward the dog gear 15d of the idle gear 15L (that is, in the first direction), and when the sleeve 32L stops, detection is performed by the stroke sensor 45b. It is determined whether or not the moved amount D is equal to or greater than a predetermined value X.
  • FIG. 5 is an example of a flowchart for explaining the contents of the above-described sleeve adjustment control.
  • the flowchart is implemented by the control device 5 when the main power supply of the vehicle 10 is disconnected (that is, when the output shaft 12 is in the stopped state).
  • the information detected by the stroke sensors 45a to 45c is transmitted to the control device 5 as needed.
  • the high side sleeve 32H is moved in the first direction (toward the idle gear 11H) (step S1), and it is determined whether the sleeve 32H has stopped (step S2).
  • the actuator is controlled until the sleeve 32H stops, and when the sleeve 32H stops, it is determined whether the movement amount D detected by the stroke sensor 45a is equal to or greater than a predetermined value X (step S3). If D ⁇ X, it is determined that the spline teeth 32t and the dog teeth 11t are engaged, and the sleeve 32H is moved in the second direction by the neutral distance Dn and stopped (step S4).
  • step S3 if D ⁇ X, the process proceeds to step S5, the generator 4 is driven, and the sleeve 32H is rotated by the power of the generator 4 via the input shaft 11. Thereby, the relative phase of the sleeve 32H and the dog gear 11d is shifted, and then the sleeve 32H is moved again in the first direction (step S6). Then, it is determined whether or not the sleeve 32H has moved (step S7). If the sleeve 32H has not moved, the process returns to step S5.
  • step S8 it is determined whether the sleeve 32H has stopped, and the actuator is stopped until the sleeve 32H stops (that is, until the spline teeth 32t and the dog teeth 11t mesh) Is controlled. Then, when the sleeve 32H is stopped, the process of step S4 is performed.
  • step S9 the adjustment of the low side sleeve 32L (processing of steps S9 to S16) is performed. That is, the low side sleeve 32L is moved in the first direction (toward the idle gear 15L) (step S9), and it is determined whether the sleeve 32L has stopped (step S10).
  • the actuator is controlled until the sleeve 32L stops, and when the sleeve 32L stops, it is determined whether the moving amount D detected by the stroke sensor 45b is equal to or greater than a predetermined value X (step S11). If D ⁇ X, it is determined that the spline teeth and the dog teeth are engaged, and the sleeve 32L is moved in the second direction by the neutral distance Dn and stopped (step S12).
  • step S11 if D ⁇ X, the process proceeds to step S13, the generator 4 is driven, and the idle gear 15L is rotated by the power of the generator 4. Thereby, the relative phase of the sleeve 32L and the dog gear 15d is shifted, and then the sleeve 32L is moved again in the first direction (step S14). Then, it is determined whether or not the sleeve 32L has moved (step S15). If the sleeve 32L has not moved, the process returns to step S13.
  • Step S16 it is determined whether the sleeve 32L has stopped (step S16), and the actuator controls until the sleeve 32L stops (that is, until the spline teeth and the dog teeth mesh). Be done. And if sleeve 32L stops, processing of Step S12 will be carried out.
  • the power of the generator 4 shifts the relative phases of the sleeves 32H and 32L and the dog gears 11d and 15d. It is possible to suppress the occurrence of blocks. That is, the teeth of the sleeves 32H and 32L and the teeth of the dog gears 11d and 15d can be easily engaged, and the positions of the sleeves 32H and 32L can be adjusted promptly.
  • the generator 4 since the generator 4 is operated after judging that the gear block is generated while moving the sleeves 32H and 32L, the spline teeth and the dog teeth can be engaged with minimum power, The positions of the sleeves 32H and 32L can be adjusted promptly.
  • the control device 5 uses the stroke sensors 45a and 45b, which are less expensive than the position sensor, to determine the presence or absence of the gear block based on whether each movement amount D of the sleeves 32H and 32L is equal to or greater than the predetermined value X. Judgment can be performed.
  • the above-described sleeve position control is performed when the main power supply of the vehicle 10 is cut off by turning off the power switch 6, so that the vehicle 10 immediately starts moving (the main power supply of the vehicle 10 is connected Vehicle 10 can be started more quickly than when it is carried out.
  • the second dog clutch 30 is provided on the second path 52, and when traveling in the parallel mode, the high gear and the low gear are switched according to the traveling state, required output, etc. Be That is, in the parallel mode, the power of the engine 2 can be switched in two steps and transmitted (output), so that the traveling pattern can be increased, and the effects such as the improvement of the drive feeling and the improvement of the fuel efficiency can be obtained. It is possible to improve the quality.
  • the second dog clutch 30 described above is configured of the high side dog clutch 30H and the low side dog clutch 30L, and the dog clutches 30H and 30L are provided with the sleeves 32H and 32L, there is no restriction on the gear ratio. That is, each gear ratio of the high gear stage and the low gear stage can be freely set. Furthermore, in the vehicle 10 described above, since the power of the engine 2 and the motor 3 can be output individually, it is possible to cover the torque dropout at the time of high / low switching with the power of the motor 3. As a result, it is possible to suppress the shift shock and to reduce the need to perform high / low switching quickly, so the configuration of the second dog clutch 30 can be simplified.
  • the second dog clutch 30 having no synchro mechanism is used to switch between the high gear and the low gear, downsizing can be achieved, and space saving can be realized. Moreover, since it is not a clutch mechanism using oil pressure, an oil pump is unnecessary, and further, since drag loss can be reduced, high efficiency can be expected.
  • the first dog clutch 20 is also provided on the first path 51, and the first dog clutch 20 is released when the assist by the motor 3 is unnecessary when traveling in the parallel mode.
  • the motor 3 can be disconnected from the output shaft 12.
  • corotation of the motor 3 can be avoided, power consumption can be suppressed, and loss can be reduced.
  • the content of the sleeve adjustment control described above is an example, and is not limited to the above.
  • the position of the low side sleeve 32L may be adjusted first, or the positions of the two sleeves 32H and 32L may be simultaneously adjusted. Further, whether or not the spline teeth and the dog teeth collide without meshing while the sleeves 32H and 32L are moving in the first direction is determined using parameters other than the movement amount D detected by the stroke sensors 45a and 45b. You may judge.
  • the high side sleeve 32H and the low side sleeve 32L may be controlled by the same actuator.
  • Transaxle 1 mentioned above is an example, and the composition is not restricted to what was mentioned above.
  • the second dog clutch 30 is provided on each of the input shaft 11 and the first counter shaft 15, but one second dog clutch may be provided on one of the shafts 11 and 15 Good.
  • a high-side dog gear is disposed on one side in the axial direction of the second dog clutch provided on the input shaft 11, and a low-side dog gear is disposed on the other side, and the sleeve of the second dog clutch engages with both dog gears. It may be provided.
  • the above-described sleeve adjustment control can be applied. For example, when the output shaft 12 is stopped, the sleeve is moved toward the dog gear on the high side, and when the dog gear on the high side engages with the sleeve, the amount of movement up there (engagement from the initial position to the high side) The distance to the mating position is detected by the stroke sensor. Next, move the sleeve toward the low-side dog gear, and when the low-side dog gear and the sleeve are engaged, the amount of movement (the distance from the high-side engagement position to the low-side engagement position) Detected by a stroke sensor.
  • a half value of the latter detection value (movement amount) is calculated as the neutral distance, and the sleeve is moved in the reverse direction (that is, toward the high side) by the neutral distance. Thereby, the sleeve can be reliably adjusted to the zero point position.
  • the transaxle 1 may be provided with a position sensor that directly detects the positions of the sleeves 32H and 32L. Even with such a transaxle, when the position sensor fails, the position of the sleeve can not be accurately detected. Therefore, the sleeve adjustment control described above is performed to adjust the sleeve to the zero point position. It is also good.
  • the positions of the sleeves 32H and 32L of the second dog clutch 30 on the second path 52 are adjusted, but instead of or in addition to this, the first dog clutch on the first path 51
  • the positions of the twenty sleeves 22 may be adjusted. That is, the above-described sleeve adjustment control is applicable not only to the second dog clutch 30 for high / low switching but also to a dog clutch (for example, the first dog clutch 20) that switches connection / disconnection of power transmission.
  • the spline teeth of the sleeve 22 and the dog gear 16d (engaged gear) are changed by changing the phase of the idle gear 16M (first gear) by the power of the motor 3 (first rotating electric machine). It is preferable to make it easy to mesh with the dog teeth of.
  • the first dog clutch 20 is not an essential component and may be omitted.
  • transaxle 1 has a high gear stage and a low gear stage, and these are switched by the second dog clutch 30, the dog clutch used for transaxles other than the two-stage switching type transaxle is described above.
  • Sleeve adjustment control may be applied.
  • the relative positions of the engine 2, the motor 3 and the generator 4 with respect to the transaxle 1 are not limited to those described above.
  • the arrangement of the six axes 11 to 16 in the transaxle 1 may be set according to these relative positions.
  • the arrangement of the gears provided on each of the shafts in the transaxle 1 is also an example, and is not limited to that described above.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne une boîte-pont de véhicule hybride (1) comprenant : des embrayages (20, 30) disposés sur un premier trajet de transmission de puissance à partir d'une première machine électrique rotative (3) vers un arbre de sortie (12) et/ou sur un second trajet de transmission de puissance à partir d'un moteur (2) vers l'arbre de sortie (12) ; et des premiers engrenages (16M, 11H, 15L) disposés sur le même arbre que les embrayages (20, 30) de manière à être adjacents auxdits embrayages (20, 30) et ayant des engrenages de mise en prise (16d, 11d, 15d) qui viennent en prise avec des manchons (22, 32H, 32L) des embrayages (20, 30). Lorsque l'arbre de sortie (12) est dans un état arrêté, un dispositif de commande déplace les manchons (22, 32H, 32L) dans une première direction de façon à amener les manchons (22, 32H, 32L) à venir en prise avec les engrenages de mise en prise (16d, 11d, 15d) des premiers engrenages (16M, 11H, 15L), puis règle les positions initiales des manchons (22, 32H, 32L) en déplaçant uniquement les manchons (22, 32H, 32L) à une distance neutre prédéfinie dans la direction opposée à la première direction.
PCT/JP2018/031962 2017-12-04 2018-08-29 Dispositif de commande de boîte-pont WO2019111456A1 (fr)

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CN201880077885.1A CN111433065B (zh) 2017-12-04 2018-08-29 变速驱动桥的控制装置

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Citations (3)

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JP2006083919A (ja) * 2004-09-15 2006-03-30 Toyota Motor Corp 車両の制御装置
JP2012007659A (ja) * 2010-06-23 2012-01-12 Mitsubishi Motors Corp 変速操作装置、ダブルクラッチ変速装置
JP2015232356A (ja) * 2014-06-09 2015-12-24 トヨタ自動車株式会社 噛合式係合装置

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DE502007006382D1 (de) * 2007-10-23 2011-03-10 Getrag Ford Transmissions Gmbh Verfahren zum Erreichen einer Neutralstellung einer Schaltgabel in einem Schaltgetriebe
DE102011076388A1 (de) * 2011-05-24 2012-11-29 Zf Friedrichshafen Ag Schalteinrichtung für ein Lastschaltgetriebe
JP5751141B2 (ja) * 2011-11-10 2015-07-22 株式会社デンソー 電磁制御装置
JP6070380B2 (ja) * 2013-04-16 2017-02-01 アイシン精機株式会社 車両用自動変速機の自動変速装置
JP6176197B2 (ja) * 2014-07-07 2017-08-09 トヨタ自動車株式会社 車両の制御装置
JP6394272B2 (ja) * 2014-10-17 2018-09-26 トヨタ自動車株式会社 動力伝達装置の制御装置
KR20160097880A (ko) * 2015-02-10 2016-08-18 현대자동차주식회사 싱크로나이저의 중립 제어방법
BR112017027218B1 (pt) * 2015-06-25 2023-04-11 Nissan Motor Co., Ltd Dispositivo de controle de transmissão para um veículo híbrido
JP6396942B2 (ja) * 2016-04-26 2018-09-26 本田技研工業株式会社 変速機の制御装置

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Publication number Priority date Publication date Assignee Title
JP2006083919A (ja) * 2004-09-15 2006-03-30 Toyota Motor Corp 車両の制御装置
JP2012007659A (ja) * 2010-06-23 2012-01-12 Mitsubishi Motors Corp 変速操作装置、ダブルクラッチ変速装置
JP2015232356A (ja) * 2014-06-09 2015-12-24 トヨタ自動車株式会社 噛合式係合装置

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CN111433065A (zh) 2020-07-17
JP6881598B2 (ja) 2021-06-02

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