CN103338960B - 手动变速器 - Google Patents
手动变速器 Download PDFInfo
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- CN103338960B CN103338960B CN201280006736.9A CN201280006736A CN103338960B CN 103338960 B CN103338960 B CN 103338960B CN 201280006736 A CN201280006736 A CN 201280006736A CN 103338960 B CN103338960 B CN 103338960B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 41
- 238000006243 chemical reaction Methods 0.000 claims description 11
- 238000002485 combustion reaction Methods 0.000 claims description 10
- 239000000446 fuel Substances 0.000 description 6
- 239000013256 coordination polymer Substances 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 230000007935 neutral effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000008450 motivation Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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- 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
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- 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
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Abstract
本发明的手动变速器具备输入轴(Ai)、输出轴(Ao)和MG轴(Am)。该变速器具备电动机变速机构(M2),该电动机变速机构(M2)在输出轴(Ao)和MG轴(Am)之间确立动力传递***,且能选择性地设定“MG轴(Am)的转速相对于输出轴(Ao)的转速的比例”(电动机减速比)为2档(Hi或Lo)。电动机变速机构(M2)在换挡模式上进行变速杆(SL)的选择操作(车辆左右方向的操作)期间,与该选择操作连动地转换电动机减速比。其结果,驾驶员在“选择操作中”即在不易感知到来自外部的冲击的状态下受到伴随着电动机减速比改变所产生的冲击,因此不易感知到该冲击。由此,能提供使得驾驶员不易感知到伴随着电动机减速比改变所产生的冲击的HV‑MT车用手动变速器。
Description
技术领域
本发明涉及一种适用于具有内燃机和电动机作为动力源的车辆的手动变速器,特别涉及一种适用于在内燃机的输出轴和手动变速器的输入轴之间安装有摩擦离合器的车辆中的手动变速器。
背景技术
一直以来,具备发动机、电动机作为动力源的所谓混合动力车广为知晓(例如,参照日本特开2000-224710号公报)。在混合动力车中,可以采用电动机的输出轴与内燃机的输出轴、变速器的输入轴、变速器的输出轴中任一个轴相连接的结构。以下,将内燃机的输出轴的驱动转矩称为“内燃机驱动转矩”,将电动机的输出轴的驱动转矩称为“电动机驱动转矩”。
近年来,一直在研发适用于具备手动变速器和摩擦离合器的混合动力车(以下称为“HV-MT车”)的动力传递控制装置。这里所说的“手动变速器”是指不具备根据驾驶员操作的变速杆的换挡位置来选择变速档的转矩变换器的变速器(所谓的手动变速器,MT)。另外,这里所说的“摩擦离合器”是指安装于内燃机的输出轴和手动变速器的输入轴之间,根据驾驶员操作的离合器踏板的操作量而使摩擦板的接合状态发生变化的离合器。
发明内容
以下,假定电动机的输出轴与变速器的输入轴或变速器的输出轴以可传递动力的方式相连接的结构。另外,将“变速器输入轴的转速相对于变速器输出轴的转速的比例”称为“变速器减速比”,将“电动机转速相对于变速器输出轴的转速的比例”称为“电动机减速比”。
在适用于HV-MT车的手动变速器中,为了稳定地确保基于电动机驱动转矩的驱动轮的足够的驱动转矩,优选根据需要使电动机的转动相对于驱动轮的转动减速或增速。因此,可以考虑设置不改变手动变速器的变速档(不改变变速器减速比)而改变电动机减速比的电动机变速机构。
在设置电动机变速机构的情况下,改变电动机减速比时,不可避免地需要暂时切断从电动机输出轴向变速器输出轴(进而驱动轮)的转矩传递。因此,将不可避免地产生伴随着电动机减速比改变所产生的冲击(车辆前后方向的加速度变化)。该冲击的产生将带给驾驶员不适感。
本发明的目的在于提供一种具备改变电动机减速比的电动机变速机构的HV-MT车用手动变速器,使得驾驶员不易感受到伴随着电动机减速比的改变所产生的冲击。
本发明的手动变速器具备从所述内燃机输入动力的输入轴Ai和向所述车辆的驱动轮输出动力的输出轴Ao。该手动变速器具备变速器变速机构M1和电动机变速机构M2。
变速器变速机构M1,通过使由驾驶员操作的换挡操作部件SL向与换挡模式上的多个变速档(1速-6速)分别对应的换挡完成位置移动,由此在所述输入轴和所述输出轴之间确立“变速器减速比被设定为分别与对应的变速档相对应的各值的动力传递***”。电动机变速机构M2,在所述输入轴与所述电动机之间、或所述输出轴与所述电动机之间确立动力传递***,且不改变“变速器减速比”而改变“电动机减速比”。“电动机减速比”可以设定为两个档,也可以设定为三个档以上。
本发明的手动变速器,其特征在于,以如下方式构成:当所述换挡操作部件的位置通过了除所述换挡模式上的所述各换挡完成位置之外的规定位置时,所述电动机变速机构改变“电动机减速比”。
在本发明的手动变速器中,改变、设定变速档时,驾驶员需要在换挡模式上操作换挡操作部件。通常,人在进行某种操作时,不易感知到来自外部的冲击等。上述结构基于此观点。
若采用上述结构,则驾驶员在操作换挡操作部件期间,改变“电动机减速比”。换言之,驾驶员在操作换挡操作部件期间,受到伴随着“电动机减速比”改变所产生的冲击。因此,驾驶员不易感知到该冲击。
在上述手动变速器中,例如,所述换挡操作部件向对应于所述多个变速档的各所述换挡完成位置的移动操作通过以下方式实现:将所述换挡操作部件的位置,在所述输入轴和所述输出轴之间未确立动力传递***的状态下通过进行作为所述车辆左右方向操作的选择操作来设定在对应的选择位置,其后,通过进行作为所述车辆前后方向操作的换挡操作来从所述对应的选择位置移动至对应的所述换挡完成位置。
此时,在所述换挡操作中,当沿着所述车辆的前后方向移动的所述换挡操作部件的位置通过了位于所述车辆前后方向的规定位置(除换挡完成位置之外)时,改变“电动机减速比”也可。更优选地,在所述选择操作中,当沿着所述车辆左右方向移动的所述换挡操作部件的位置通过了位于所述车辆左右方向的规定位置时,改变“电动机减速比”。
以下,假设是在所述换挡操作部件的选择操作中改变“电动机减速比”的情况。此时,优选地,当所述车辆的左右方向的所述换挡操作部件位置从第1区域(Hi区域)向第2区域(Lo区域)移动时,设定所述“电动机减速比”为第1减速比,当所述车辆左右方向的所述换挡操作部件的位置从所述第2区域向所述第1区域移动时,设定所述“电动机减速比”为小于所述第1减速比的第2减速比,其中,所述第1区域(Hi区域)为相对于所述规定位置“更靠近高速侧变速档的换挡完成位置一侧的区域”,所述第2区域(Lo区域)为相对于所述规定位置“更靠近低速侧变速档的换挡完成位置一侧的区域”。
据此,选择低速侧的变速档时,设定“电动机减速比”为较大的值,因而电动机驱动转矩的增加程度变大。因此,较低速行驶时,能获得基于电动机驱动转矩的较大驱动转矩。其结果,能使电动机小型化。另一方面,选择高速侧的变速档时,设定“电动机减速比”为较小的值,因而能使电动机的转速相对于车速较小。因此,较高速行驶时,能把电动机的转速控制在能源效率良好的转速范围内。其结果,较高速行驶时,能维持能源效率良好。
附图说明
图1是包括本发明的实施方式的HV-MT车用的手动变速器的动力传递控制装置的、选择了N位置的状态下的结构示意图。
图2是表示选择N位置的状态下的S&S轴和多个叉轴的位置关系的示意图。
图3是用于说明换挡模式中的MG减速比的“Hi区域”和“Lo区域”的图。
图4是用于说明通过选择操作使变速杆的位置从“Hi区域”向“Lo区域”移动,由此使MG减速比从“Hi”向“Lo”改变时的操作的图。
图5是用于说明通过选择操作使变速杆的位置从“Lo区域”向“Hi区域”移动,由此使MG减速比从“Lo”向“Hi”改变时的操作的图。
图6是选择1速位置的状态下与图1相对应的图。
图7是选择1速位置的状态下与图2相对应的图。
图8是选择2速位置的状态下与图1相对应的图。
图9是选择2速位置的状态下与图2相对应的图。
图10是选择3速位置的状态下与图1相对应的图。
图11是选择3速位置的状态下与图2相对应的图。
图12是选择4速位置的状态下与图1相对应的图。
图13是选择4速位置的状态下与图2相对应的图。
图14是选择5速位置的状态下与图1相对应的图。
图15是选择5速位置的状态下与图2相对应的图。
图16是选择6速位置的状态下与图1相对应的图。
图17是选择6速位置的状态下与图2相对应的图。
图18是本发明的实施方式的变形例的HV-MT车用的手动变速器的与图4相对应的图。
图19是本发明的实施方式的变形例的HV-MT车用的手动变速器的与图5相对应的图。
具体实施方式
以下参照附图对具备本发明的实施方式的手动变速器M/T的车辆的动力传递控制装置的一例(以下称为“本装置”)进行说明。如图1所示,本装置适用于“作为动力源具备发动机E/G和电动机(motor/generator)M/G,且具备不具有转矩变换器的手动变速器M/T、和摩擦离合器C/T的车辆”,即上述“HV-MT车”。该“HV-MT车”可以是前轮驱动车,也可以是后轮驱动车,也可以是4轮驱动车。
(整体结构)
首先,对本装置的整体结构进行说明。发动机E/G是众所周知的内燃机,例如把汽油作为燃料的汽油发动机,使用轻油作为燃料的柴油发动机。
手动变速器M/T是不具备转矩变换器的变速器(所谓手动变速器),所述转矩变换器是根据驾驶员操作的变速杆SL的档位来选择变速档。M/T具备:从E/G的输出轴Ae输入动力的输入轴Ai、向车辆的驱动轮输出动力的输出轴Ao和从M/G输入动力的MG轴Am。输入轴Ai、输出轴Ao和MG轴Am互相平行地配置。MG轴Am可以是M/G的输出轴本身,也可以是与M/G的输出轴平行且经由齿轮列与M/G输出轴以能传递动力的方式相连接的轴。M/T的结构的详细情况在下文进行叙述。
摩擦离合器C/T安装于E/G的输出轴Ae和M/T的输入轴Ai之间。C/T是根据驾驶员操作的离合器踏板CP的操作量(踩踏量)而改变摩擦板的接合状态(更具体地,与Ai一体转动的摩擦板相对于与Ae一体转动的飞轮的轴向位置)的众所周知的离合器。
就C/T的接合状态(摩擦板的轴向位置)而言,可以利用将离合器踏板CP和C/T(摩擦板)机械连接的连杆机构等,根据CP的操作量进行机械调整,也可以利用根据检测CP的操作量的传感器(后述的传感器P1)的检测结果而运作的驱动器的驱动力来进行电(用所谓的电传方式(by-wire))调整。
电动机M/G具有一种众所周知的结构(例如交流同步马达),例如具有转子(未图示)与M/G轴Am一体转动的结构。以下将E/G的输出轴Ae的驱动转矩称为“EG转矩”,将MG轴Am(M/G的输出轴的转矩)的驱动转矩称为“MG转矩”。
另外,本装置具备:用于检测离合器踏板CP的操作量(踩踏量、离合器行程等)的离合器操作量传感器P1;用于检测刹车踏板BP操作量(踏力、操作的有无等)的刹车操作量传感器P2;用于检测油门踏板AP操作量(油门开度)的油门操作量传感器P3;用于检测变速杆SL位置的换挡位置传感器P4。
进而,本装置具备电子控制单元ECU。ECU基于来自上述传感器P1-P4、及其他传感器等的信息等,控制E/G的燃料喷射量(节流阀的开度),由此控制EG转矩,并通过控制逆变器(未图示)来控制MG转矩。
(M/T的结构)
以下参照图1-图3对M/T的结构进行详细说明。如从图1和图3所示的变速杆SL的换挡模式所能理解的那样,在本例中,作为选择的变速档(换挡完成位置),设有前进用的6个变速档(1速-6速)和后退用的1个变速档(R)。以下省略对后退用的变速档(R)的说明。
如图3所示,在换挡模式中,将变速杆SL向车辆左右方向的操作称为“选择操作”,将变速杆SL向车辆前后方面的操作称为“换挡操作”。如图3所示,在换挡模式上,将“1速的换挡完成位置”和“2速的换挡完成位置”之间的换挡操作的轨迹与选择操作的轨迹的交叉位置称为“1-2选择位置”,将“3速的换挡完成位置”和“4速的换挡完成位置”之间的换挡操作的轨迹与选择操作的轨迹的交叉位置称为“N位置”(或“3-4选择位置”),将“5速的换挡完成位置”和“6速的换挡完成位置”之间的换挡操作的轨迹与选择操作的轨迹的交叉位置称为“5-6选择位置”。另外,为了方便说明,将“输入轴Ai的转速相对于输出轴Ao的转速的比例”称为“MT减速比”,将“MG轴Am的转速相对于输出轴Ao的转速的比例”称为“MG减速比”。
M/T具备套筒S1、S2、S3和Sm。S1、S2和S3分别是,以不可相对转动且沿着轴向可相对移动的方式嵌合于与输出轴Ao一体转动的对应的轴榖的、MT减速比的“1速-2速”转换用的套筒,MT减速比的“3速-4速”转换用的套筒和MT减速比的“5速-6速”转换用的套筒。Sm是以不可相对转动且沿着轴向可相对移动的方式嵌合于和MG轴Am一体转动的轴榖的、MG减速比的“Hi-Lo”转换用的套筒。
如图2所示,套筒S1、S2、S3和Sm分别与叉轴FS1、FS2、FS3和FSm一体连接。FS1、FS2和FS3(进而S1、S2、和S3)分别利用设置在和变速杆SL的操作连动的S&S轴上的第1内杆IL1(图2斜线所示),在换挡操作时得以沿着其轴向(图2中的上下方向,图1中的左右方向)驱动。FSm(进而Sm)利用设置于S&S轴的第2内杆IL2(图2中斜线所示),在选择操作时得以沿着其轴向(图2中的上下方向,图1中的左右方向)驱动(后文详述)。
此外,在图2中表示的是作为S&S轴,利用选择操作(图1中的左右方向的操作)沿着轴向平行移动且利用换挡操作(图1中的上下方向的操作)以轴为中心转动的“换挡转动型”,但也可利用选择操作以轴为中心转动且利用换挡操作沿着轴向平行移动“选择转动型”。
<MG减速比的转换>
以下,首先参照图3-图5对MG减速比的转换进行说明。如图3所示,对于利用选择操作移动的在车辆左右方向的变速杆SL的位置,将与1-2选择位置和N位置之间的“规定位置”相比在图3中更靠近左侧的区域称为“Lo区域”,将与所述“规定位置”相比在图3中更靠近右侧的区域称为“Hi区域”(参照图3中粗实线所示的区域)。
MG减速比的转换,是基于在选择操作中SL的位置从“Hi区域”向“Lo区域”(或相反)移动(即通过所述“规定位置”)而进行的。具体地,如图4所示,在选择操作中SL位置从“Hi区域”向“Lo区域”移动时,S&S轴的IL2将固定于FSm的“Lo”用头(head)(的锥面)向“Lo”方向(图4中向下的方向)驱动。由此,FSm(进而Sm)被向(图4中向下的方向,图1中向右的方向)驱动。其结果,套筒Sm从“Hi位置”(所述“第2位置”)向“Lo位置”(所述“第1位置”)移动,与和设置于MG轴Am的空转齿轮Gmli啮合。空转齿轮Gmli时常和设置于输出轴Ao的固定齿轮Gmlo相啮合。其结果,在MG轴Am和输出轴Ao之间,经由“Gmli和Gmlo”确立关于MG转矩的动力传递***。此时,MG减速比为(Gmlo的齿数/Gmli的齿数)(=“Lo”)。
另一方面,如图5所示,在选择操作中SL位置从“Lo区域”移动至“Hi区域”时,S&S轴的IL2向“Hi”方向(图5中向上的方向)驱动固定于FSm的“Hi”用头(的锥面),由此FSm(进而Sm)被向(向图5中向上的方向、图1中向左的方向)驱动。其结果,套筒Sm从“Lo位置”向“Hi位置”移动,和设置于MG轴Am的空转齿轮Gmhi相啮合。空转齿轮Gmhi时常和设置在输出轴Ao的固定齿轮Gmho相啮合。其结果,在MG轴Am和输出轴Ao之间,经由“Gmhi和Gmho”确立关于MG转矩的动力传递***。此时,MG减速比为(Gmho的齿数/Gmhi的齿数)(=“Hi”)。此处,(Gmlo的齿数/Gmli的齿数)>(Gmho的齿数/Gmhi的齿数)的关系成立。
由以上所述,在选择操作中SL位置从“Hi区域”向“Lo区域”移动时,MG减速比从“Hi”(较小的值)变为“Lo”(较大的值)。因此,例如进行使变速杆SL的位置从“N位置”移动至“1速(或2速)的换挡完成位置”的换挡操作时,在SL的位置从“N位置”移动至“1-2选择位置”的过程中,MG减速比从“Hi”转换成“Lo”。其后,只要SL位置维持在“Lo区域”(即只要选择1速-2速),则MG减速比维持在“Lo”。
其结果,由于选择低速侧变速档(1速-2速)时,MG减速比被设定为“Lo”(较大值),因此MG转矩的增加程度变大。因此,较低速行驶时,能获得基于MG转矩的较大驱动转矩。其结果,能使M/G小型化。
另一方面,在选择操作中,如果SL的位置从“Lo区域”向“Hi区域”移动,则MG减速比由“Lo”变为“Hi”。因此,例如,进行将变速杆SL的位置从“2速(或1速)的换挡完成位置”移动至“3速(或4速)的换挡完成位置”的换挡操作时,在SL的位置从“1-2选择位置”移动至“N位置”的过程中,MG减速比从“Lo”转换成“Hi”。其后,只要SL的位置维持在“Hi区域”(即,只要选择N、3速-6速),则MG减速比维持在“Hi”。
其结果,由于选择高速侧的变速档(3速-6速)时,设定MG减速比为“Hi”(较小的值),从而就能使M/G的转速相对于车速较小。因此,在较高速行驶时,能将M/G的转速抑制在能源效率良好的转速范围内。其结果,在较高速行驶时,能维持能源效率良好。
以上,M/T具备能选择性地把MG减速比设定为“Hi”和“Lo”的两个档的MG变速机构M2。MG变速机构M2由固定齿轮Gmlo、Gmho、空转齿轮Gmli、Gmhi、套筒Sm和叉轴FSm等构成。
<MT减速比的转换>
接着,参照图1、2、6-17对MT减速比的转换进行简单说明。如图1、2所示,在变速杆SL位于“N位置”的状态下,套筒S1、S2和S3全部位于“中立位置”。在该状态下,S1、S2和S3分别与对应的任一空转齿轮也不相啮合。此外,如上所述,在该状态下,Sm与空转齿轮Gmhi相啮合(设定MG减速比为“Hi”)。
如图6、7所示,如果变速杆SL向“1速换挡完成位置”移动,S&S轴的IL1将固定于FS1的“1速”用头向“1速”方向(图7中向上的方向)驱动,由此仅有FS1(进而S1)被向(图7中向上的方向,图6中向右的方向)驱动。其结果,套筒S1从“中立位置”移动至“1速位置”。套筒S2、S3分别位于“中立位置”。此外,如上所述,在该状态下,Sm与空转齿轮Gmli啮合(设定MG减速比为“Lo”)。
在该状态下,S1和设置于输出轴Ao的空转齿轮G1o相啮合。空转齿轮G1o时常和设置于输入轴Ai的固定齿轮G1i相啮合。其结果,在输入轴Ai和输出轴Ao之间,经由“G1i和G1o”确立关于EG转矩的对应于“1速”的动力传递***。即,MT减速比为(G1o的齿数/G1i的齿数)(=“1速”)。
以下,如图8-图17所示,变速杆SL位于“2速的换挡完成位置”-“6速的换挡完成位置”时,与“1速的换挡完成位置”的情况同样地,在输入轴Ai和输出轴Ao之间,经由“GNi和GNo”,确立对应于“N速”的动力传递***(N:2-6)。此时,MT减速比为(GNo的齿数/GNi的齿数)(=“N速”)(N:2-6)。从“1速”向“6速”,MT减速比逐渐变小。
这样,M/T具备能把MT减速比选择性地设定为“1速”-“6速”的六个档的MT变速机构M1。MT变速机构M1由固定齿轮GNi、空转齿轮GNo、套筒S1-S3和叉轴FS1-FS3等构成(N:1-6)。
如以上所说明的那样,如图6和图8中粗实线所示,在选择“N速”(N:1-2)的情况下,经由离合器C/T传递的EG转矩(MT减速比=“N速”)、和MG转矩(MG减速比=“Lo”)的各自的动力传递***得以确立,而能实现所谓的“混合动力行驶”。另外,如图10、图12、图14和图16中实线所示,在选择“N速”(N:3-6)的情况下,经由离合器C/T传递的EG转矩(MT减速比=“N速”)、和MG转矩(MG减速比=“Hi”)的各自的动力传递***得以确立,而能实现所谓的“混合动力行驶”。
(E/G的控制)
基于本装置的E/G控制大致如下。车辆停止时,或选择“N”时,E/G将维持停止状态(不进行燃料喷射的状态)。在E/G停止状态下,当选择了“1速”-“6速”中任一个等时,E/G启动(开始燃料喷射)。在E/G运行中(燃料喷射期间),基于油门开度等来控制EG转矩。在E/G运行中,当选择了“N”、或车辆停止时,再次维持E/G为停止状态。
(M/G的控制)
基于本装置的M/G控制大致如下。车辆停止时,或选择“N”时,M/G将维持停止状态(MG转矩=0)。在M/G的停止状态下,当选择了“1速”-“6速”中任一个等时,基于油门开度和离合器行程等来控制MG转矩。另外,当选择了“N”、或车辆停止时,再次维持M/G为停止状态。
(作用/效果)
如上所述,在本发明的实施方式的手动变速器M/T中,当驾驶员在进行变速杆SL的选择操作(车辆的左右方向操作)时改变MG减速比。换言之,驾驶员在进行SL的选择操作期间受到伴随着MG减速比的改变所产生的冲击。此处,通常人在进行某种操作时,难以感知到来自外部的冲击等。由以上所述,如果是该M/T,则驾驶员难以感知到伴随着MG减速比产生的冲击。
本发明并不限于上述实施方式,在本发明的范围内可以采用各种变形例。例如,在上述实施方式中,套筒S1、S2、S3(和对应的各空转齿轮)虽然都设置于输出轴Ao,但也可都设置于输入轴Ai。另外,也可以是套筒S1、S2、S3中的一部分(及对应的空转齿轮)设置于输出轴Ao,余下的(及对应的空转齿轮)设置于输入轴Ai。
另外,在上述实施方式中,虽然MG轴Am与输出轴Ao以能进行动力传递的方式相连接,但MG轴Am也可以与输入轴Ai以能进行动力传递的方式相连接。另外,在上述实施方式中,MG变速机构M2可以设定为“Hi”和“Lo”的两个档,但也能设定为三个档以上。另外,在上述实施方式中,虽然是在选择操作中改变MG减速比,但也可以构成为在换挡操作中改变MG减速比。
另外,在上述实施方式中,“Hi区域”和“Lo区域”的边界虽然设定在“1-2选择位置”和“N位置”之间,但也可以设定在“5-6选择位置”和“N位置”之间。这种情况下,当选择“1速”-“4速”时,MG减速比设定为“Lo”,当选择“5速”-“6速”时,MG减速比设定为“Hi”。
另外,在上述实施方式中,虽然利用S&S轴的第2内杆IL2的运转来驱动叉轴FSm(进而套筒Sm),但如图18和图19所示,也可利用驱动器ACT的驱动力来驱动叉轴FSm(进而套筒Sm)。
这种情况下,如图18所示,选择操作中SL的位置从“Hi区域”移动至“Lo区域”时,利用驱动器ACT的驱动力,叉轴FSm(进而套筒Sm)从“Hi位置”移动至“Lo位置”。另一方面,如图19所示,选择操作中,当SL的位置从“Lo区域”移动至“Hi区域”时,利用驱动器ACT的驱动力,叉轴FSm(进而套筒Sm)从“Lo位置”移动至“Hi位置”。SL的位置从“Hi区域”移动至“Lo区域”(或相反)的情况可以根据换挡位置传感器P4的检测结果和传感器的检测结果等来判断,该传感器基于SL的位置从“Hi区域”移动至“Lo区域”(或相反)而开闭(ON-OFF)。
Claims (4)
1.一种手动变速器,是适用于具备内燃机(E/G)和电动机(M/G)的动力源的车辆的、不具备转矩变换器的手动变速器(M/T),
所述手动变速器具备:
从所述内燃机输入动力的输入轴(Ai),
向所述车辆的驱动轮输出动力的输出轴(Ao),
变速器变速机构(M1),其通过把由驾驶员操作的换挡操作部件(SL)向分别与处于换挡模式上的多个变速档即1速-6速相对应的换挡完成位置移动,由此在所述输入轴和所述输出轴之间,确立把作为所述输入轴的转速相对于所述输出轴的转速的比例的变速器减速比设定为对应于变速档的各值的动力传递***,以及
电动机变速机构(M2),其在所述输入轴或所述输出轴与所述电动机之间确立动力传递***,且不改变所述变速器减速比而改变作为所述电动机的转速相对于所述输出轴的转速的比例的电动机减速比;
所述电动机变速机构以如下方式构成:当所述换挡操作部件的位置通过了除所述换挡模式上的所述各换挡完成位置之外的规定位置时,改变所述电动机减速比;
所述变速器变速机构以如下方式构成:
所述换挡操作部件向对应于所述多个变速档的各所述换挡完成位置的移动操作是通过,将所述换挡操作部件的位置,在所述输入轴和所述输出轴之间未确立动力传递***的状态下通过进行作为所述车辆左右方向操作的选择操作来设定在对应的选择位置,其后,通过进行作为所述车辆前后方向操作的换挡操作来从所述对应的选择位置向对应的所述换挡完成位置移动而实现的,
所述电动机变速机构进一步以如下方式构成:
当在所述选择操作中,沿着所述车辆的左右方向移动的所述换挡操作部件的位置通过了所述车辆左右方向的规定位置时,改变所述电动机减速比。
2.权利要求1所述的手动变速器,其中,
所述电动机变速机构以如下方式构成:
在所述换挡操作部件的选择操作中,当所述车辆的左右方向的所述换挡操作部件的位置从第1区域即Hi区域移动到第2区域即Lo区域时,设定所述电动机减速比为第1减速比,并且在所述换挡操作部件的选择操作中,当所述车辆左右方向的所述换挡操作部件的位置从所述第2区域移动到所述第1区域时,设定所述电动机减速比为小于所述第1减速比的第2减速比,其中,所述第1区域即Hi区域为相对于所述规定位置更靠近高速侧变速档的换挡完成位置一侧的区域,所述第2区域即Lo区域为相对于所述规定位置更靠近低速侧变速档的换挡完成位置一侧的区域。
3.权利要求2所述的手动变速器,其中,
所述变速器变速机构具备:
多个固定齿轮(G1i、G2i、G3i、G4i、G5i、G6i),分别以不可相对转动的方式设置于所述输入轴,且分别与所述多个变速档中各个变速档相对应,
多个空转齿轮(G1o、G2o、G3o、G4o、G5o、G6o),分别以可相对转动的方式设置于所述输出轴,且分别与所述多个变速档中各个变速档相对应并时常与对应的变速档的所述固定齿轮相啮合,
多个套筒(S1、S2、S3),分别以不可相对转动且沿着轴向可相对移动的方式设置于所述输入轴和所述输出轴中对应的轴,且为了将所述多个空转齿轮中对应的空转齿轮以不可相对转动的方式固定于所述对应的轴,分别能与所述对应的空转齿轮相啮合,
多个叉轴(FS1、FS2、FS3),分别与所述多个套筒的各个套筒相连接且可沿着轴向移动,以及
换挡选择轴,通过所述换挡操作部件的选择操作沿着轴向移动或绕轴转动,且通过所述换挡操作部件的换挡操作绕轴转动或沿着轴向移动;
所述变速器变速机构以如下方式构成:通过所述换挡操作部件的选择操作选择所述多个叉轴中对应的叉轴,且从所述换挡选择轴的侧面突出的第1内杆(IL1)通过所述换挡操作部件的换挡操作,将所述选出的叉轴向其轴向按压、移动,由此实现对应的变速档;
所述电动机变速机构具备转换轴(FSm),其可沿着轴向移动,通过其轴向位置向所述轴向的第1位置移动而设定所述电动机减速比为所述第1减速比,通过其轴向位置向不同于所述轴向的所述第1位置的第2位置移动而设定所述电动机减速比为所述第2减速比;
所述电动机变速机构以如下方式构成:
在所述换挡操作部件的选择操作中,通过所述换挡操作部件的位置从所述第1区域向所述第2区域移动,从而与从所述换挡选择轴的侧面突出的所述第1内杆不同的第2内杆(IL2)将所述转换轴向其轴向按压,而使所述转换轴的轴向位置从所述第2位置变成所述第1位置,
在所述换挡操作部件的选择操作中,通过所述换挡操作部件的位置从所述第2区域移动至所述第1区域,从而所述第2内杆将所述转换轴向其轴向按压,而使所述转换轴的轴向位置从所述第1位置变成所述第2位置。
4.权利要求2所述的手动变速器,其中,
所述电动机变速机构具备:
转换轴(FSm),可沿着轴向移动,通过其轴向位置向所述轴向的第1位置移动而设定所述电动机减速比为所述第1减速比,通过其轴向位置向不同于所述轴向的所述第1位置的第2位置移动而设定所述电动机减速比为所述第2减速比,
驱动器(ACT),将所述转换轴沿着其轴向驱动而调整所述转换轴的轴向位置;
所述电动机变速机构以如下方式构成:
在所述换挡操作部件的选择操作中,当所述换挡操作部件的位置从所述第1区域移动到所述第2区域时,控制所述驱动器而使所述转换轴的轴向位置从所述第2位置变成所述第1位置改变,
在所述换挡操作部件的选择操作中,当所述换挡操作部件的位置从所述第2区域移动到所述第1区域时,控制所述驱动器而使所述转换轴的轴向位置从所述第1位置变成所述第2位置。
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