WO2014083645A1 - 車両用変速機及び制御装置 - Google Patents
車両用変速機及び制御装置 Download PDFInfo
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- WO2014083645A1 WO2014083645A1 PCT/JP2012/080788 JP2012080788W WO2014083645A1 WO 2014083645 A1 WO2014083645 A1 WO 2014083645A1 JP 2012080788 W JP2012080788 W JP 2012080788W WO 2014083645 A1 WO2014083645 A1 WO 2014083645A1
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
- B60K6/42—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
- B60K6/48—Parallel type
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- 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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- 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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
- F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
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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
- B60K6/42—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
- B60K6/48—Parallel type
- B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
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- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0425—Bridging torque interruption
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- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0425—Bridging torque interruption
- F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
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- 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
Definitions
- the present invention relates to a vehicle transmission and a control device.
- Patent Document 1 discloses that the rotation of an engine is transmitted to a transmission gear via either the first clutch shaft or the second clutch shaft while the vehicle is running.
- a vehicle power transmission system is disclosed.
- a motor generator is driven to generate electric power using a rotational speed that is a difference between an input rotational speed of a transmission gear used for traveling and a transmission gear input rotational speed other than traveling.
- This vehicle power transmission system uses, for example, a planetary gear and a coupling gear to extract the difference between the input rotation speed of the transmission gear used for traveling and the transmission gear input rotation speed other than that for traveling, and Connect to a fixed motor generator.
- the vehicle power transmission system described in Patent Document 1 as described above has room for further improvement, for example, in terms of improving fuel efficiency.
- the control device is in the stepped gear shift state, and the efficiency at the current gear shift is a gear ratio between the current gear shift and the next gear shift. If the efficiency is higher than the current speed, the current shift speed is maintained, and the stepped gear shift state is maintained, and the efficiency at the speed ratio between the current shift speed and the next shift speed is the current shift speed. If it is higher than the efficiency at the stage, control is performed so that the continuously variable transmission state is achieved, and the efficiency at the continuously variable transmission state is higher than the efficiency at the next gear stage. In the case where the continuously variable transmission state is maintained, and in the case of the continuously variable transmission state where the efficiency in the next gear stage is higher than the efficiency in the continuously variable transmission state, It can control to become.
- the stepped speed change state is a state in which the rotational power from the engine is changed via either the first input shaft or the second input shaft.
- the continuously variable transmission state is a state in which the rotational power from the engine is shifted through the first input shaft, the second input shaft, and the differential mechanism, and the control device controls the rotating machine.
- the continuously variable transmission state can be realized by adjusting the differential rotation of the differential mechanism.
- the second The engagement device When changing the gear ratio and shifting from the continuously variable transmission state to the stepped transmission state in which the rotational power from the engine is shifted by any one of the second speed group, the second The engagement device is engaged, and the first engagement device is released. Deliberately, it can be made to end the control of the rotating machine.
- control device may change the gear ratio by controlling the amount of power generated by the rotating machine when in the continuously variable transmission state.
- the control device In the vehicle transmission, the control device expects the power generation amount of the rotating machine so that the operating point of the engine is positioned on the optimum fuel consumption line of the engine in the continuously variable transmission state.
- the engine can control the output of the engine, and the stepped speed change state and the state of the stepless speed change state and the state at the operating point where the power generation amount of the rotating machine is expected are relatively high. It can control to be in the state of.
- the vehicle transmission includes a power storage device capable of storing the electric power generated by the rotating machine, and the control device is configured to change the stepped speed change state and the continuously variable speed based on a power storage amount of the power storage device.
- the engine output can be controlled so that the operating point of the engine is positioned on the optimal fuel consumption line of the engine in anticipation of the amount of power stored in the power storage device in the continuously variable transmission state by switching to a shift state It can be assumed that
- a control device is capable of connecting / disconnecting power transmission between an engine that generates rotational power for running a vehicle and a first input shaft of a first gear group.
- a control device for a vehicle transmission comprising a differential mechanism that connects a first input shaft and the second input shaft so as to be differentially rotatable, wherein the first engagement device, the second engagement device,
- the rotary machine is controlled, and the rotational power from the engine can be output from the output shaft after being shifted by one of the first gear stage group or the second gear stage group.
- the vehicle transmission and the control device according to the present invention have an effect that the fuel efficiency can be improved.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a transmission according to the first embodiment.
- FIG. 2 is a schematic diagram illustrating a power transmission path in the transmission according to the first embodiment.
- FIG. 3 is a collinear diagram illustrating an example of the operation of the transmission according to the first embodiment.
- FIG. 4 is a collinear diagram illustrating an example of the operation of the transmission according to the first embodiment.
- FIG. 5 is a diagram showing an example of operating characteristics of a power train engine to which the transmission according to the first embodiment is applied.
- FIG. 6 is a diagram illustrating an example of a shift speed efficiency map of the transmission according to the first embodiment.
- FIG. 7 is a diagram illustrating an example of a differential mechanism efficiency map of the transmission according to the first embodiment.
- FIG. 1 is a schematic configuration diagram of a vehicle equipped with a transmission according to the first embodiment.
- FIG. 2 is a schematic diagram illustrating a power transmission path in the transmission according to the first embodiment.
- FIG. 3
- FIG. 8 is a flowchart illustrating an example of control in the transmission according to the first embodiment.
- FIG. 9 is a diagram illustrating an example of operating characteristics of a power train engine to which the transmission according to the second embodiment is applied.
- FIG. 10 is an alignment chart illustrating an example of the operation of the transmission according to the second embodiment.
- FIG. 11 is a flowchart illustrating an example of control in the transmission according to the second embodiment.
- FIG. 12 is a diagram illustrating an example of an output map corresponding to the power generation amount of the transmission according to the third embodiment.
- FIG. 13 is a schematic configuration diagram of a vehicle equipped with a transmission according to the fourth embodiment.
- FIG. 14 is a collinear diagram illustrating an example of the operation of the transmission according to the fourth embodiment.
- FIG. 15 is an alignment chart illustrating an example of the operation of the transmission according to the fourth embodiment.
- FIG. 16 is an alignment chart illustrating an example of an operation of the transmission according to the fourth embodiment.
- FIG. 17 is a schematic configuration diagram of a vehicle equipped with a transmission according to the fifth embodiment.
- the direction along the rotation axis is referred to as the axial direction
- the direction orthogonal to the rotation axis that is, the direction orthogonal to the axial direction
- the rotation axis Each of the surrounding directions is called a circumferential direction.
- the rotational axis side in the radial direction is referred to as the radial inner side
- the opposite side is referred to as the radial outer side.
- a transmission 1 as a vehicle transmission according to the present embodiment is applied to a power train 3 mounted on a vehicle 2 as shown in FIG.
- the transmission 1 typically includes a rotating machine 30 via a differential mechanism 20 on two input shafts (first input shaft 13 and second input shaft 14) of a transmission mechanism 10 of a DCT (Dual Clutch Transmission) type.
- the rotating machine 30 controls the differential rotation of both shafts.
- the transmission 1 enables a continuously variable transmission by controlling the ratio of power passing through both shafts, for example.
- the transmission 1 uses, for example, a state where gear stages arranged on both shafts are used as a stepped transmission, and a differential rotation of the differential mechanism 20 is controlled by a rotary machine 30 as a continuously variable transmission.
- the transmission 1 can travel close to the optimum fuel consumption line such as CVT (Continuously Variable Transmission) in DCT, and can improve fuel efficiency. And the transmission 1 compares the efficiency in the said both states, and improves a fuel consumption performance by controlling so that it may become higher efficiency.
- CVT Continuous Variable Transmission
- the power train 3 of the vehicle 2 to which the transmission 1 is applied includes an engine 4 that generates rotational power for driving the vehicle 2, and power that can transmit the rotational power generated by the engine 4 from the engine 4 to the drive wheels 6.
- a transmission device (transmission) 5 and the like are included.
- the engine 4 is typically a heat engine such as an engine (internal combustion engine) that converts fuel energy into mechanical work by burning the fuel in a combustion chamber and outputs it as power.
- the power transmission device 5 includes a damper 7, a transmission 1, a differential gear 8, and the like. The power transmission device 5 transmits the power generated by the engine 4 to the damper 7 and transmits the rotational power transmitted to the damper 7 to the transmission 1.
- the power transmission device 5 can transmit the rotational power from the engine 4 to the drive wheels 6 of the vehicle 2 by shifting the rotational power from the transmission 1.
- the engine 4, the transmission 1, and the like are controlled by the ECU 50. Accordingly, when the engine output shaft (crankshaft) 4a of the engine 4 is rotationally driven, the vehicle 2 is input to the transmission 1 via the damper 7 and the like, and is shifted, and each drive is performed via the differential gear 8 and the like. It is transmitted to the wheel 6. Thereby, the vehicle 2 can move forward or backward as each drive wheel 6 rotates.
- the transmission 1 of this embodiment is provided in the transmission path of the motive power from the engine 4 to the drive wheel 6, and can change and output the rotational power transmitted from the engine 4 to the drive wheel 6.
- the transmission 1 includes a dual clutch transmission mechanism 10, a differential mechanism 20, a rotating machine 30, a power storage device 40, and an ECU 50 as a control device.
- the first shift speed group 11 is composed of a plurality of shift speeds (gear speeds) each assigned a predetermined speed ratio, and here, as an odd speed, the forward first speed shift speed 61 and the third speed shift speed are set. It is constituted by a stage 63. In other words, the first shift speed group 11 constitutes an odd speed shift portion (first shift portion) 10A. In addition to the first shift speed group 11, the odd speed shift section 10A further includes a reverse reverse stage 65, switching sections 66 and 67, and the like.
- the second shift speed group 12 includes a plurality of shift speeds (gear speeds) each assigned a predetermined speed ratio, and here, as an even speed, the forward second speed shift speed 62 and the fourth speed shift speed.
- the second input shaft 14 is provided with a second engagement device C2 at the end on the engine 4 side.
- the end of the second input shaft 14 opposite to the engine 4, that is, the end opposite to the second engagement device C ⁇ b> 2 is connected to the differential mechanism 20 via the transmission unit 70.
- the second input shaft 14 is provided with a second engagement device C2, a drive gear 64a, a drive gear 62a, and a gear 71 in order from the engine 4 side.
- the drive gears 61a and 63a are supported by the first input shaft 13 via bushes and the like, and the driven gears 61b and 63b rotate integrally with the output shaft 15. Combined as possible.
- the drive gear 61a and the driven gear 61b are a gear pair of the first speed shift stage 61 that mesh with each other.
- the drive gear 63a and the driven gear 63b are a gear pair of the third speed gear stage 63 that meshes with each other.
- the drive gear 65a is supported by the first input shaft 13 via a bush or the like so as to be relatively rotatable, and the driven gear 65b is coupled to the output shaft 15 so as to be integrally rotatable.
- the drive gear 65a and the driven gear 65b are a pair of gears of the reverse stage 65 that mesh with each other.
- the drive gears 62a and 64a are coupled to the second input shaft 14 so as to be integrally rotatable, and the driven gears 62b and 64b are relatively rotatable to the output shaft 15 via bushes or the like.
- Supported by The drive gear 62a and the driven gear 62b are a gear pair of the second speed shift stage 62 that meshes with each other.
- the drive gear 64a and the driven gear 64b are a gear pair of the fourth speed gear stage 64 that meshes with each other.
- the speed change mechanism 10 has an even-numbered speed change part 10B on the engine 4 side and an odd-numbered speed change part 10A on the opposite side with respect to the differential mechanism 20 arranged coaxially with the rotation axis X1. Is placed.
- the differential mechanism 20 connects the rotating shaft 31, the first input shaft 13, and the second input shaft 14 of the rotating machine 30 so as to be differentially rotatable.
- the differential mechanism 20 of this embodiment is demonstrated as what is comprised with what is called a differential gear, it is not restricted to this.
- the rotation center of each rotary element that can be differentially rotated is arranged coaxially with the rotation axis X1.
- Each rotating element is rotatable about the rotation axis X ⁇ b> 1 as power is transmitted.
- the differential mechanism 20 is configured to include a first sun gear 20S1, a second sun gear 20S2, and a carrier 20C as a plurality of rotational elements capable of differential rotation.
- the first sun gear 20S1 and the second sun gear 20S2 are external gears.
- the carrier 20C holds a plurality of pinion gears 20P meshing with both the first sun gear 20S1 and the second sun gear 20S2 so that they can rotate and revolve.
- the first sun gear 20S1 is connected to the first input shaft 13, the second sun gear 20S2 is connected to the second input shaft 14, and the carrier 20C is connected to the rotating shaft 31. It has become an element.
- the first sun gear 20S1 is formed in a disc shape and is coupled to the first input shaft 13 so as to be integrally rotatable.
- the second sun gear 20 ⁇ / b> S ⁇ b> 2 is formed in an annular shape, and the second input shaft 14 is connected via the transmission unit 70.
- the transmission unit 70 includes a gear 71, a gear 72, a chain transmission mechanism 73, a transmission shaft 74, and the like.
- the carrier 20C is formed in an annular plate shape, and supports the pinion gear 20P, which is an external gear, on the pinion shaft so as to be able to rotate and revolve.
- the rotating shaft 31 of the rotating machine 30 is connected to the carrier 20C through the gear 32, the gear 33, and the like.
- the gear 32 is coupled to the carrier 20C so as to be integrally rotatable.
- the gear 33 is coupled to the rotary shaft 31 so as to be integrally rotatable, and meshes with the gear 32.
- the ECU 50 controls driving of each part of the vehicle 2 and includes an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. For example, various sensors and detectors are electrically connected to the ECU 50, and an electric signal corresponding to the detection result is input. Further, the ECU 50 is a vehicle 2 such as an engine 4, an actuator that operates the first engagement device C ⁇ b> 1, the second engagement device C ⁇ b> 2 of the transmission 1, the switching units 66, 67, 68, the rotating machine 30, and the power storage device 40. It is electrically connected to each part. The ECU 50 outputs a drive signal to each part of the vehicle 2 by executing a stored control program based on various input signals and various maps input from various sensors, detectors, etc. Control.
- the transmission 1 of this embodiment includes, for example, a vehicle state detection device 51 that detects the state of the vehicle 2 on which the transmission 1 is mounted, as various sensors and detectors.
- the vehicle state detection device 51 includes, for example, a vehicle speed sensor, an accelerator opening sensor, a throttle opening sensor, an engine speed sensor, a first input shaft speed sensor, a second input shaft speed sensor, an output shaft speed sensor, a rotation It may include at least one of a shaft rotational speed sensor, a charge state detector, and the like, but is not limited thereto.
- the vehicle speed sensor detects the vehicle speed of the vehicle 2.
- the accelerator opening sensor detects an accelerator opening corresponding to an operation amount (accelerator operation amount, acceleration request operation amount) of the accelerator pedal of the vehicle 2 by the driver.
- the throttle opening sensor detects the throttle opening of the vehicle 2.
- the engine speed sensor detects an engine speed (hereinafter sometimes referred to as “engine speed”) that is the speed of the engine output shaft 4 a of the engine 4.
- the first input shaft rotational speed sensor detects the rotational speed of the first input shaft 13 of the transmission 1 (hereinafter sometimes referred to as “first input shaft rotational speed”).
- the second input shaft rotational speed sensor detects the rotational speed of the second input shaft 14 of the transmission 1 (hereinafter sometimes referred to as “second input shaft rotational speed”).
- the output shaft rotational speed sensor detects the rotational speed of the output shaft 15 of the transmission 1 (hereinafter sometimes referred to as “output shaft rotational speed”).
- the rotation shaft rotation speed sensor detects the rotation speed of the rotation shaft 31 of the rotating machine 30 (hereinafter sometimes referred to as “rotating machine rotation speed”).
- the state of charge detector detects a state of charge (SOC) according to the amount of charge (charge amount) of the power storage device 40 and the like.
- SOC state of charge
- the power storage state SOC means that the power storage amount of the power storage device 40 increases as the power storage state SOC increases.
- the ECU 50 controls the throttle device of the engine 4 based on, for example, the accelerator opening, the vehicle speed, etc., adjusts the throttle opening of the intake passage, adjusts the intake air amount, and responds to the change to the fuel injection amount. And the output of the engine 4 is controlled by adjusting the amount of the air-fuel mixture charged in the combustion chamber. Further, the ECU 50 controls an actuator such as a hydraulic control device based on, for example, the accelerator opening, the vehicle speed, etc., and controls the gear position (speed ratio) of the transmission 1.
- the ECU50 of this embodiment controls the 1st engagement apparatus C1, the 2nd engagement apparatus C2, and the rotary machine 30, and the state of the transmission 1 is a step-variable transmission state and a continuously variable transmission state. Can be switched to.
- the ECU 50 controls the first engagement device C1, the second engagement device C2, and the rotating machine 30 to form a plurality of different paths (here, four paths) as power transmission paths in the transmission 1. However, by using these properly, a stepped speed change state and a continuously variable speed change state are realized.
- the stepped shift state of the transmission 1 means that the rotational power from the engine 4 is shifted by one of the first shift stage group 11 or the second shift stage group 12 and the output shaft 15. Is in a state where output is possible. That is, the stepped transmission state of the transmission 1 is a state in which the rotational power from the engine 4 is shifted via either the first input shaft 13 or the second input shaft 14.
- the stepped speed state of the transmission 1 indicates that the power from the engine 4 is supplied to the drive wheels 6 via the first route R1 or the second route R2 described below. It is a state to transmit to the side.
- the first engagement device C1 is in the engaged state
- the second engagement device C2 is in the released state
- the switching units 67 and 68 are in the neutral position.
- This is a power transmission path formed when any one of the three-speed gear stages 63 is in a fastening state (a state in which power is transmitted). That is, the first path R1 is one of the engine 4 from the first engagement device C1, the first input shaft 13, and the first gear stage 11 (the first speed gear stage 61 and the third speed gear stage 63).
- the first engagement device C1 is in the released state
- the second engagement device C2 is in the engaged state
- the switching units 66 and 67 are in the neutral position.
- the ECU 50 is based on, for example, the accelerator opening detected by the accelerator opening sensor (or the throttle opening detected by the throttle opening sensor), the vehicle speed detected by the vehicle speed sensor, and the like.
- a target output is calculated, and a target control amount that achieves the target output with minimum fuel consumption, for example, a target engine torque and a target engine speed, is calculated.
- the ECU 50 controls the output from the engine 4 by controlling the fuel injection timing of the fuel injection valve of the engine 4, the ignition timing of the spark plug, the throttle opening of the throttle device, and the like.
- the output of the engine 4 is controlled so that the engine torque becomes the engine torque and the engine speed becomes the target engine speed.
- the ECU 50 controls each part of the transmission 1 based on, for example, the accelerator opening detected by the accelerator opening sensor, the vehicle speed detected by the vehicle speed sensor, etc. You may make it control. In this case, the ECU 50 executes the shift control of the transmission 1 based on, for example, a shift map in which a plurality of shift lines and the like are defined according to the accelerator opening and the vehicle speed.
- the continuously variable transmission state of the transmission 1 means that the rotational power from the engine 4 is the gear ratio of each gear stage constituting the first gear group 11 and the second gear group 12. In this state, the gear can be shifted at a gear ratio between the two and output from the output shaft 15 and the gear ratio can be changed steplessly. That is, in the continuously variable transmission state, the transmission 1 can realize a gear ratio corresponding to at least an intermediate stage of each of the first gear group 11 and the second gear group 12.
- the continuously variable transmission state of the transmission 1 is a state in which the rotational power from the engine 4 is shifted via the first input shaft 13, the second input shaft 14, and the differential mechanism 20. By controlling the rotation of the rotating machine 30 and adjusting the differential rotation of the differential mechanism 20, the continuously variable transmission state of the transmission 1 is realized.
- the continuously variable transmission state of the transmission 1 causes the driving wheels 6 to transmit power from the engine 4 via the third path R3 or the fourth path R4 described below. It is a state to transmit to the side.
- the third path R3 the first engagement device C1 is in the engaged state
- the second engagement device C2 is in the released state
- the switching units 66 and 67 are in the neutral position.
- This is a power transmission path formed when any one of the fourth speed gears 64 is in the engaged state (a state in which power is transmitted). That is, the third path R3 is routed from the engine 4 to the first engagement device C1, the first input shaft 13, the differential mechanism 20, the transmission unit 70, the second input shaft 14, and the second gear stage group 12 (second speed shift gear).
- the ECU 50 controls the rotation of the rotating machine 30 in a state in which the transmission 1 transmits the power from the engine 4 to the drive wheel 6 side via the third path R3 or the fourth path R4, and the differential mechanism 20.
- the gear ratio of the transmission 1 can be changed steplessly by adjusting the differential rotation.
- the ECU 50 changes the gear ratio in the continuously variable transmission state by controlling the amount of power generated by the rotating machine 30 when the transmission 1 is in the continuously variable transmission state. Note that the change of the gear ratio in the continuously variable transmission state of the transmission 1 will be described in detail with reference to specific examples in FIGS.
- the ECU 50 can drive the engine 4 on the optimum fuel consumption line when the transmission 1 is in the continuously variable transmission state, thereby improving the fuel consumption performance.
- the optimum fuel consumption line is a set of operating points of the engine 4 that can operate the engine 4 with optimum fuel consumption (efficiently).
- the operating point of the engine 4 is an engine torque output from the engine 4 (hereinafter also referred to as “engine torque”) and an engine speed (hereinafter also referred to as “engine speed”). It depends on your needs.
- the optimum fuel efficiency line represents the relationship between the engine torque at which the engine 4 can be operated with the highest fuel efficiency, that is, the engine efficiency (engine efficiency) and the engine speed.
- the fuel consumption refers to the amount of fuel consumed per unit work, and corresponds to the amount of fuel required for the vehicle 2 to travel a unit distance or the distance that the vehicle 2 can travel with the unit fuel amount. . That is, the optimum fuel consumption line is set based on the engine speed and the engine torque at which the engine 4 can be operated with priority given to the distance that the vehicle 2 equipped with the engine 4 can travel with the unit fuel amount. This is determined in advance.
- the ECU 50 controls the output of the engine 4 so that the operating point of the engine 4 is located on the optimum fuel consumption line of the engine 4.
- the ECU 50 calculates based on, for example, the accelerator opening detected by the accelerator opening sensor (or the throttle opening detected by the throttle opening sensor), the vehicle speed detected by the vehicle speed sensor, and the like.
- Basic control is to calculate the target engine speed and target engine torque from the target output and the fuel efficiency optimum line.
- the ECU 50 obtains the intersection (operating point) between the equal output line corresponding to the target output and the fuel efficiency optimum line, and calculates the target engine speed and the target engine torque accordingly.
- the ECU 50 controls the output of the engine 4 so that the engine torque of the engine 4 becomes the target engine torque and the engine speed becomes the target engine speed, and also rotates the output shaft 15 (in other words, the vehicle speed).
- the gear ratio is controlled by controlling each part of the transmission 1 (the power generation amount of the rotating machine 30 here).
- the ECU 50 of the present embodiment can switch between a stepped transmission state and a continuously variable transmission state of the transmission 1 as described below.
- the ECU 50 places the first engagement device C1 in the engaged state and the second engagement device C2 in the released state, and changes the rotational power from the engine 4 at any one of the first gear stages 11.
- the stepped speed change state that is, the state where the power is transmitted through the first path R1 (see FIG. 2)
- the control is performed as follows.
- the ECU 50 first controls the rotating machine 30 so that the rotational speed of the second input shaft 14 (second input shaft rotational speed) corresponds to the current rotational speed of the output shaft 15 (output shaft rotational speed). Synchronize with the rotation speed.
- the ECU 50 synchronizes the rotational speed of the driven gear 62b of the second speed shift stage 62 of the second input shaft 14 or the driven gear 64b of the fourth speed shift stage 64 with the rotational speed of the output shaft 15. Are controlled so as to be substantially equal to each other.
- the ECU 50 shifts the rotational power from the engine 4 via the differential mechanism 20 by any one speed of the second speed group 12.
- the ECU 50 maintains the first engagement device C1 in the engaged state and the second engagement device C2 in the released state, and then the second speed gear stage 62 and the fourth speed gear stage by the switching unit 68.
- One of 64 (the gear stage whose rotation is synchronized by the above-described synchronization control) is set to the engaged state, and the switching unit 66 is set to the neutral position. That is, the ECU 50 puts the transmission 1 in a state of transmitting power through the third path R3 (see FIG. 2). And ECU50 implement
- the ECU 50 first controls the rotating machine 30 so that the rotational speed of the first input shaft 13 (first input shaft rotational speed) corresponds to the current rotational speed of the output shaft 15 (output shaft rotational speed). Synchronize with the rotation speed.
- the ECU 50 rotates the drive gear 61a of the first speed gear 61 or the drive gear 63a of the third speed gear 63 according to the rotation speed of the first input shaft 13 and the rotation speed of the output shaft 15.
- the number of rotations of the rotating shaft 31 of the rotating machine 30 is controlled so that the numbers are synchronized with each other.
- the ECU 50 shifts the rotational power from the engine 4 via the differential mechanism 20 by any one gear of the first gear group 11.
- the ECU 50 maintains the first engagement device C1 in the released state and the second engagement device C2 in the engaged state, and then the first speed gear stage 61 and the third speed gear stage are switched by the switching unit 66.
- One of 63 (the gear stage whose rotation is synchronized by the above-described synchronization control) is set to the engaged state, and the switching unit 68 is set to the neutral position. That is, the ECU 50 sets the transmission 1 in a state of transmitting power through the fourth path (see FIG. 2).
- the ECU 50 shifts from the continuously variable transmission state as described above to the stepped transmission state in which the rotational power from the engine 4 is shifted by any one of the first shift stage group 11,
- the engagement device C1 is in the engaged state
- the second engagement device C2 is in the released state
- the transmission 1 is in the state in which power is transmitted by the first path R1 (see FIG. 2), and the control of the rotating machine 30 is finished. .
- FIG. 6 is a velocity diagram in which rotation elements are arranged so as to have an interval according to a gear ratio between the sun gear 20S1 and the second sun gear 20S2.
- the first sun gear 20S1, the carrier 20C, and the second sun gear 20S2 of the differential mechanism 20 operate at a rotation speed (corresponding to the number of rotations) based on the alignment chart shown in FIGS.
- the rotation speed of the first sun gear 20S1 corresponds to the rotation speed of the first input shaft 13.
- the rotational speed of the output shaft 15 is also shown on the right side of the second sun gear 20S2.
- the gear ratio ⁇ shown in FIG. 3 is the gear ratio of the differential mechanism 20.
- the rotating machine 30 is used to change from the first speed shift stage 61 to the second speed shift stage 62 through an intermediate stage in the continuously variable transmission state.
- the power from the engine 4 is transmitted from the first engagement device C1, the first input shaft 13, and the first speed shift stage 61. Is transmitted to the output shaft 15.
- the ECU 50 controls the rotation of the rotating machine 30, and the rotational speed N2i of the driven gear 62b and the rotational speed Nout of the output shaft 15 are controlled. Are synchronized so that the two are substantially equal. That is, as indicated by the dotted line L2 in FIG. 3, the ECU 50 controls the rotation of the rotating machine 30 and sets the rotation speed Nc of the carrier 20C to 250 rpm, so that the rotation speed of the rotation speed Ns2 of the second sun gear 20S2 is reached. Is set to 500 rpm.
- the ECU 50 reduces the rotational speed N2i of the driven gear 62b to 250 rpm and synchronizes with the rotational speed Nout of the output shaft 15. In this state, the ECU 50 maintains the first engagement device C1 in the engaged state and the second engagement device C2 in the released state.
- the unit 66 is set to the neutral position and the state is shifted to the continuously variable transmission state.
- the ECU 50 adjusts the power generation amount of the rotating machine 30 and adjusts the load torque that acts on the rotating shaft 31 according to the power generation load, so that the carrier force is generated by the reaction force.
- the rotational speed Nc of 20C is adjusted.
- the ECU 50 can change the speed ratio in the transmission 1 steplessly by adjusting the rotation speed Ns2 of the second sun gear 20S2 and adjusting the rotation speed Nout of the output shaft 15.
- the vehicle speed increases as the rotational speed Ns2 of the second sun gear 20S2 increases.
- the amount of power generated by the rotating machine 30 in the continuously variable transmission state is obtained by multiplying the torque of the carrier 20C by the differential rotational speed ⁇ Nc between the rotational speed Nc of the carrier 20C before synchronous control and the rotational speed Nc of the carrier 20C after synchronous control.
- the amount of power generation depends on the value.
- the ECU 50 increases the power generation amount of the rotating machine 30 and reduces the rotational speed Nc of the carrier 20C to 0, so that the speed change state is equivalent to the case where the second speed shift stage 62 is selected in the stepped speed change state.
- the ECU 50 switches the second engagement device C2 to the engaged state and the first engagement device C1 to the released state, so that the second speed gear stage 62 is actually in the stepped speed change state.
- the selected steady state is assumed.
- the torque transmitted to the rotating shaft 31 decreases, so the ECU 50 ends the power generation in the rotating machine 30 and completes the transition to the second speed shift stage 62.
- FIG. 4 shows the transition of the operation of the differential mechanism 20 when the first speed shift stage (1st) 61 transits to the second speed shift stage (2nd) 62 state through the synchronous state and the continuously variable transmission state (CVT).
- CVT continuously variable transmission state
- the ECU 50 typically performs control as described above in the case of an upshift, and basically in the case of a downshift, basically uses various methods in the same manner as a general stepped transmission. What is necessary is just to downshift in the step shifting state.
- the ECU50 of this embodiment controls the transmission 1 so that it may be in a state with a comparatively high efficiency between a stepped transmission state and a continuously variable transmission state. That is, the ECU 50 compares the efficiency in the stepped speed change state with the efficiency in the stepless speed change state, and controls the transmission 1 so as to be in a higher efficiency state based on the comparison result.
- the efficiency is typically the total efficiency in the power train 3, and at least the engine efficiency (engine efficiency) of the engine 4 and the power transmission efficiency in the transmission 1 (transmission mechanism 10). Etc.
- FIG. 5 is a diagram showing an example of operating characteristics of the engine 4 of the power train 3, where the horizontal axis is the engine speed and the vertical axis is the engine torque.
- the solid line L21 represents the above-mentioned optimum fuel consumption line.
- solid lines L22 to L30 represent an equal fuel consumption efficiency line (for example, an equal fuel consumption rate curve).
- the equal fuel efficiency lines L22 to L30 are sets of operating points of the engine 4 at which the fuel efficiency (for example, fuel consumption rate) of the engine 4 is equal.
- the region surrounded by the equal fuel efficiency line L22 is the region with the highest fuel efficiency.
- the fuel efficiency is set every 5%.
- the ECU 50 calculates the efficiency at the operating point A on the dotted line L35 before becoming the second speed shift stage (2nd) 62 as the efficiency at the first speed shift stage 61 that is the current shift stage.
- the ECU 50 detects the current engine speed and engine torque by various known methods based on the detection results of the engine speed sensor, the throttle opening sensor, etc., for example, and calculates the current engine speed and engine torque. Based on this, the operating point A can be specified. Then, the ECU 50 outputs the equal output line passing through the operating point A (equal output with the equal output line L33) as the efficiency at the gear ratio between the current gear and the next gear, that is, the efficiency in the non-electric gear shift state.
- the operating point B (engine speed, engine torque) that is the intersection of the iso-output line with the line L34 or its interpolated value) and the optimum fuel consumption line L21 is specified, and the efficiency at the operating point B is calculated. . That is, the ECU 50 calculates the efficiency at the operating point B that is equivalent to the operating point A on the optimal fuel consumption line L21.
- the ECU 50 compares the efficiency ⁇ a at the operating point A with the efficiency ⁇ b at the operating point B based on the engine efficiency of the engine 4 and the transmission efficiency of the transmission 1.
- the transmission efficiency of the transmission 1 in the stepped speed change state can be calculated based on the shift speed efficiency.
- the gear speed efficiency is the power transmission efficiency at each gear position of the first gear group 11 and the second gear group 12.
- the transmission efficiency of the transmission 1 in the continuously variable transmission state can be calculated based on the differential mechanism efficiency in addition to the above-described gear speed efficiency.
- the differential mechanism efficiency is power transmission efficiency in the differential mechanism 20.
- the ECU 50 uses, for example, the following mathematical formulas (1) and (2) to calculate the efficiency ⁇ a at the operating point A in the stepped speed change state and the efficiency ⁇ b at the operating point B in the stepless speed change state. Can be calculated.
- ⁇ a engine efficiency ⁇ gear stage efficiency (1)
- ⁇ b engine efficiency ⁇ gear stage efficiency ⁇ differential mechanism efficiency (2)
- the ECU50 should just calculate the engine efficiency of the engine 4 in each from the operating point A and the operating point B, for example based on the operating characteristic map (or numerical formula model corresponding to this) as shown in FIG.
- the motion characteristic map is created in advance according to the actual vehicle evaluation and stored in the storage unit.
- the operating point A is located between the equal fuel efficiency line L29 and the equal fuel efficiency line L30. Therefore, for example, assuming that the maximum efficiency of the engine 4 (region surrounded by the equal fuel efficiency line L22) is 100%, the engine efficiency of the engine 4 at the operating point A is about 60%.
- the operating point B is located between the equal fuel efficiency line L24 and the equal fuel efficiency line L25. Therefore, the engine efficiency of the engine 4 at the operating point B is about 80%.
- the ECU 50 calculates the engine efficiency at the operating point A in the step-variable shifting state and the engine efficiency at the operating point B in the continuously variable shifting state as described above.
- the ECU 50 calculates the gear speed efficiency at the operating point A and the gear speed efficiency at the operating point B based on, for example, a gear speed efficiency map (or a mathematical model corresponding thereto) as shown in FIG. do it.
- a gear speed efficiency map (or a mathematical model corresponding thereto) as shown in FIG. do it.
- the horizontal axis indicates the engine speed
- the vertical axis indicates the input shaft torque to each shift speed.
- the input shaft torque is applied to the first input shaft 13 when the transmission 1 is transmitting power through the first path R1 (see FIG. 2) or the fourth path R4 (see FIG. 2).
- the input shaft torque is input to the second input shaft 14 when the transmission 1 is transmitting power through the second path R2 (see FIG. 2) or the third path R3 (see FIG. 2).
- This shift speed efficiency map describes the relationship among the engine speed, the input shaft torque, and the shift speed efficiency.
- the gear stage efficiency map is stored in advance as a three-dimensional map in the storage unit of the ECU 50 after the relationship between the input shaft torque and the gear stage efficiency at each engine speed is set in advance based on actual vehicle evaluation and the like.
- the shift speed efficiency decreases relatively as the engine speed increases, and increases relatively as the input shaft torque increases.
- the ECU 50 calculates the input shaft torque at the operating point A and the operating point B based on the engine speed at the operating point A and the operating point B, the engine torque, various detection results by the vehicle state detection device 51, and the like.
- the ECU 50 calculates the shift speed efficiency at each of the operating point A, the engine speed at the operating point B, and the input shaft torque based on the shift speed efficiency map.
- the shift speed efficiency map of FIG. 6 is merely an example, and the present invention is not limited to this.
- the ECU 50 calculates the differential mechanism efficiency at the operating point B in the continuously variable transmission state based on, for example, a differential mechanism efficiency map (or a mathematical model corresponding to this) as shown in FIG. That's fine.
- a differential mechanism efficiency map (or a mathematical model corresponding to this) as shown in FIG. That's fine.
- the horizontal axis represents the speed ratio of the differential mechanism 20
- the vertical axis represents the input shaft torque to the differential mechanism 20.
- the input shaft torque corresponds to the torque input to the first input shaft 13 when the transmission 1 is transmitting power through the third path R3 (see FIG. 2).
- the input shaft torque corresponds to the torque input to the second input shaft 14 when the transmission 1 transmits power through the fourth path R4 (see FIG. 2).
- the speed ratio is [the number of rotations of the second input shaft 14 / the number of rotations of the first input shaft 13]. Equivalent to. The speed ratio corresponds to [the number of rotations of the first input shaft 13 / the number of rotations of the second input shaft 14] when the transmission 1 is transmitting power through the fourth path R4 (see FIG. 2). .
- the differential mechanism efficiency includes a power loss acting on the rotating machine 30.
- the differential mechanism efficiency map describes the relationship among the speed ratio, the input shaft torque, and the differential mechanism efficiency.
- the differential mechanism efficiency map is stored in advance as a three-dimensional map in the storage unit of the ECU 50 after the relationship between the input shaft torque and the differential mechanism efficiency at each speed ratio is set in advance based on actual vehicle evaluation and the like. .
- this differential mechanism efficiency map the differential mechanism efficiency becomes relatively higher as the speed ratio becomes smaller, and becomes relatively higher as the input shaft torque becomes larger.
- ECU50 is based on the various detection results by the vehicle state detection apparatus 51, such as the engine speed of the operating point B, the engine torque, the 1st input shaft rotational speed, the 2nd input shaft rotational speed, etc. Calculate the input shaft torque and speed ratio.
- the ECU 50 calculates the differential mechanism efficiency at the operating point B from the speed ratio at the operating point B and the input shaft torque based on the differential mechanism efficiency map.
- the differential mechanism efficiency map of FIG. 7 is merely an example and is not limited thereto.
- the ECU 50 controls the transmission 1 so as to be in the continuously variable transmission state because the efficiency ⁇ b of the operating point B in the continuously variable transmission state is higher than the efficiency ⁇ a of the operating point A in the stepped transmission state. .
- the ECU 50 may perform comparison and determination in a manner opposite to the above to switch between the continuously variable transmission state and the stepped transmission state.
- control by the ECU 50 will be described with reference to the flowchart of FIG. Below, an example of the control at the time of the transition from the stepped speed change state by the nth shift stage to the stepped speed change state by the (n + 1) th shift stage through the continuously variable shift state will be described.
- These control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies hereinafter).
- step ST18 when it is determined in step ST18 that the efficiency ⁇ n1 is higher than the efficiency ⁇ ncvt (step ST18: Yes), the ECU 50 performs the following processing. That is, the ECU 50 switches the engagement / release state of the first engagement device C1 and the second engagement device C2, completes the transition to the stepped speed change state by the (n + 1) th shift stage, and changes to the n + 1th shift stage. Shifting to traveling (step ST19), the current control cycle is terminated, and the next control cycle is started.
- the ECU 50 controls the rotational speed of the rotating machine 30, controls the amount of power generated by the rotating machine 30, controls the gear ratio in a continuously variable transmission state, and controls the output of the engine 4.
- the ECU 50 causes the actual engine speed Ne and the engine torque Te to converge to the target engine speed Nei and the target engine torque Tei that allow for the rotating machine absorption output Wmg calculated in step ST11 (step ST212). That is, the ECU 50 controls the output of the engine 4 so as to increase the output corresponding to the rotating machine absorption output Wmg, and proceeds to the next step ST13.
- the ECU 50 when the transmission 301 is in a continuously variable transmission state, the ECU 50 expects the amount of power stored in the power storage device 40 and sets the operating point of the engine 4 on the optimum fuel consumption line of the engine 4. Control the output. That is, the ECU 50 controls the output of the engine 4 so that the operating point of the engine 4 is positioned on the optimum fuel consumption line of the engine 4 in anticipation of the required amount of electricity storage, in other words, the required power generation amount.
- the sun gear 420S is connected to the first input shaft 13, the ring gear 420R is connected to the second input shaft 14, and the carrier 420C is connected to the rotating shaft 31 of the rotating machine 30. It has become an element.
- the sun gear 420S is formed in a disk shape and is coupled to the first input shaft 13 so as to be integrally rotatable.
- the ring gear 420R is formed in an annular shape, and is connected to the second input shaft 14 via the transmission portion 470.
- the transmission unit 470 of this embodiment includes gears 471, 472, 473, 474 and the like.
- the gear 471 is coupled to the end of the second input shaft 14 opposite to the end on the second engagement device C2 side so as to be integrally rotatable.
- the rotating shaft 31 of the rotating machine 30 is connected to the carrier 420C through the gear 32, the gear 33, and the like.
- the gear 32 is coupled to the carrier 420C so as to be integrally rotatable.
- the gear 33 is coupled to the rotary shaft 31 so as to be integrally rotatable, and meshes with the gear 32.
- the power generation amount of the rotating machine 30 in the continuously variable transmission state is the difference in rotational speed ⁇ Nc between the rotational speed Nc of the carrier 420C before synchronous control and the rotational speed Nc of the carrier 420C after synchronous control. Is the amount of power generation corresponding to the value obtained by multiplying the torque of the carrier 20C by The amount of power generated by the rotating machine 30 in the continuously variable transmission state greatly varies depending on how the gear ratio ⁇ of the differential mechanism 420 is set.
- FIG. 14, FIG. 15 and FIG. 16 are examples of collinear diagrams in which the relative relationship between the rotational speeds of the rotating elements of the differential mechanism 420 is represented by a straight line.
- the vertical axis is the S-axis, C-axis, and R-axis representing the rotational speeds of the sun gear 420S, the carrier 420C, and the ring gear 420R, respectively.
- FIG. 5 is a velocity diagram in which rotating elements are arranged so as to have an interval according to a gear ratio with ring gear 420R.
- the sun gear 420S, the carrier 420C, and the ring gear 420R of the differential mechanism 420 operate at a rotation speed (corresponding to the number of rotations) based on the alignment chart shown in FIGS. 14, 15, 16, and the like.
- the rotational speed of the sun gear 420 ⁇ / b> S corresponds to the rotational speed of the first input shaft 13.
- the rotational speeds of the second input shaft 14 and the output shaft 15 are also shown on the right side of the ring gear 420R.
- the gear ratio ⁇ shown in FIGS. 14, 15, and 16 is the gear ratio of the differential mechanism 420.
- the rotating machine 30 is used to change from the first speed shift stage 61 to the second speed shift stage 62 through an intermediate stage in the continuously variable transmission state.
- Nc Ne ⁇ (1 ⁇ (1 + Gi ⁇ G2 / G1) ⁇ (1 / (1 + ⁇ )) (11)
- the ECU 50 applies a reaction force with the rotating machine 30 to shift the state to the next gear position (second speed gear stage 62).
- the first gear 61 is disengaged while maintaining the state of the first engagement device C1 and the second engagement device C2, that is, without changing the input shaft.
- the differential state of the differential mechanism 420 is as shown in FIG. In FIG. 15, “Fc” is the torque of the carrier 420C, “Nc” is the rotational speed of the carrier 420C, “Fs” is the torque of the sun gear 420S, “Ns” is the rotational speed of the sun gear 420S, and “Fr” is the torque of the ring gear 420R.
- FIG. 16 shows an example of the differential state of the differential mechanism 420 when the transmission 401 as described above increases the engine output of the engine 4 and accelerates the vehicle 2.
- the transmission 401 and the ECU 50 according to the embodiment described above can appropriately use the dual clutch stepped transmission state and the continuously variable transmission state, it is possible to improve the fuel efficiency.
- FIG. 17 is a schematic configuration diagram of a vehicle equipped with a transmission according to the fifth embodiment.
- the vehicle transmission according to the fifth embodiment is different from the first, second, third, and fourth embodiments in that it includes an inertial mass body.
- the rotating body 580 is connected to the rotating shaft 31 of the rotating machine 30.
- the rotating body 580 is a flywheel formed in a disk shape, for example, and acts as an inertia mass member for generating an inertia moment.
- the rotating body 580 is coupled to the rotating shaft 31 so as to be integrally rotatable, but may be connected to the rotating shaft 31 via a gear or the like.
- the fluctuation of the reaction force of the carrier 20C responds to a large fluctuation with a relatively long period by the rotation control of the rotating machine 30, while instantaneously having a relatively short period. For such fluctuations, energy is absorbed / released by the rotator 580, so that a transient input change can be dealt with by the inertia of the rotator 580.
- the calculation accuracy can also be improved.
- the transmission 501 can also be reduced in size by reducing the capacity of the power storage device 40.
- the energy of the fluctuation is converted into the rotating body 580. Since the conversion efficiency when converted into mechanical energy and stored is relatively higher, the transmission 501 can further improve fuel efficiency.
- the transmission 501 and the ECU 50 according to the embodiment described above can appropriately use the dual clutch type stepped speed change state and the continuously variable speed change state, the fuel efficiency can be improved.
- the rotating body 580 connected to the rotating shaft 31 of the rotating machine 30 is provided. Therefore, the transmission 501 and the ECU 50 can reduce the size of the rotating machine 30 and further improve the fuel efficiency.
- vehicle transmission and the control device according to the above-described embodiment of the present invention are not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.
- vehicle transmission and the control device according to the present embodiment may be configured by appropriately combining the components of the respective embodiments described above.
- the differential mechanism 20 includes the element in which the first sun gear 20S1 is connected to the first input shaft 13, the element in which the second sun gear 20S2 is connected to the second input shaft 14, and the carrier 20C as the rotating machine 30. Although described as an element connected to the rotating shaft 31, the combination of each rotating element and the first input shaft 13, the second input shaft 14, and the rotating shaft 31 is not limited to this combination. The same applies to the differential mechanism 420.
- the vehicle described above may be a so-called “hybrid vehicle” provided with a motor generator as an electric motor capable of generating electricity in addition to an engine as a driving power source.
- the odd-numbered transmission unit 10A is configured by the first engagement device C1 and the like
- the even-numbered transmission unit 10B is configured by the second engagement device C2 and the like, but is not limited thereto.
- each stage of the first shift stage group 11 and each stage of the second shift stage group 12 are interchanged
- the odd-numbered stage shift unit 10A is configured by the second engagement device C2 and the like
- the even-stage stage shift unit 10B is You may comprise by 1 engagement apparatus C1 grade
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Abstract
Description
図1は、実施形態1に係る変速機を搭載した車両の概略構成図である。図2は、実施形態1に係る変速機における動力の伝達経路について説明する模式図である。図3、図4は、実施形態1に係る変速機の動作の一例を表す共線図である。図5は、実施形態1に係る変速機が適用されるパワートレーンの機関の動作特性の一例を示す線図である。図6は、実施形態1に係る変速機の変速段効率マップの一例を示す線図である。図7は、実施形態1に係る変速機の差動機構効率マップの一例を示す線図である。図8は、実施形態1に係る変速機における制御の一例を示すフローチャートである。
ηa= 機関効率 × 変速段効率 ・・・ (1)
ηb= 機関効率 × 変速段効率 × 差動機構効率 ・・・(2)
ηa=0.80×0.96=0.58 → 58% ・・・ (3)
ηb=0.80×0.96×0.90=0.69 → 69% ・・・(4)
Nm=Gmg・Ne・(1-(1+Gn1/Gn)/2) ・・・ (5)
図9は、実施形態2に係る変速機が適用されるパワートレーンの機関の動作特性の一例を示す線図である。図10は、実施形態2に係る変速機の動作の一例を表す共線図である。図11は、実施形態2に係る変速機における制御の一例を示すフローチャートである。実施形態2に係る車両用変速機、制御装置は、回転機の発電量を見込んで制御を行う点で実施形態1とは異なる。その他、上述した実施形態と共通する構成、作用、効果については、重複した説明はできるだけ省略する(以下で説明する実施形態でも同様である。)。また、実施形態2に係る車両用変速機、制御装置の各構成については、適宜、図1等を参照する。
Wa= Tea・Nea ・・・ (6)
Wb= Teb・Neb ・・・ (7)
Wa= Wb ・・・ (8)
We=Wa+Wmg=Teb・(Neb+(1+1/ρ)・Nc) ・・・ (9)
図12は、実施形態3に係る変速機の発電量相当分出力マップの一例を示す線図である。実施形態2に係る車両用変速機、制御装置は、蓄電装置の蓄電量を見込んで制御を行う点で実施形態1、2とは異なる。なお、実施形態3に係る車両用変速機、制御装置の各構成については、適宜、図1等を参照する。
図13は、実施形態4に係る変速機を搭載した車両の概略構成図である。図14、図15、図16は、実施形態4に係る変速機の動作の一例を表す共線図である。実施形態4に係る車両用変速機、制御装置は、回転機が発電する発電量等に基づいて差動機構のギヤ比を設定する点で実施形態1、2、3とは異なる。
Nr=(Ne/Gp)×(1/G1)/(1/(Gp・Gi・G2))
=Ne・Gi・G2/G1 ・・・ (10)
Nc=Ne・(1-(1+Gi・G2/G1)×(1/(1+ρ)) ・・・ (11)
Fc=Fs+Fr ・・・ (12)
Fc・ρ-Fs・(1+ρ)=0 ・・・ (13)
Wo=∫(Nc・Tmg/ηg)・dt ・・・ (14)
図17は、実施形態5に係る変速機を搭載した車両の概略構成図である。実施形態5に係る車両用変速機は、慣性質量体を備える点で実施形態1、2、3、4とは異なる。
2 車両
3 パワートレーン
4 機関
5 動力伝達装置
6 駆動輪
7 ダンパ
8 デファレンシャルギヤ
10 変速機構
10A 奇数段変速部
10B 偶数段変速部
11 第1変速段群
12 第2変速段群
13 第1入力軸
14 第2入力軸
15 出力軸
20、420 差動機構
30 回転機
31 回転軸
40 蓄電装置
50 ECU(制御装置)
51 車両状態検出装置
70、470 伝達部
580 回転体(慣性質量体)
C1 第1係合装置
C2 第2係合装置
R1 第1経路
R2 第2経路
R3 第3経路
R4 第4経路
Claims (10)
- 車両を走行させる回転動力を発生させる機関と第1変速段群の第1入力軸との間の動力伝達を断接可能である第1係合装置と、前記機関と第2変速段群の第2入力軸との間の動力伝達を断接可能である第2係合装置とを有する変速機構と、
回転機の回転軸と前記第1入力軸と前記第2入力軸とを差動回転可能に接続する差動機構と、
前記第1係合装置、前記第2係合装置、及び、前記回転機を制御し、前記機関からの回転動力を前記第1変速段群、又は、前記第2変速段群のいずれか1つの変速段によって変速して出力軸から出力可能である有段変速状態と、前記機関からの回転動力を前記第1変速段群、及び、前記第2変速段群を構成する各変速段の変速比の間の変速比で変速して前記出力軸から出力可能であると共に当該変速比を無段階に変更可能である無段変速状態とに切り替え可能である制御装置とを備え、
前記制御装置は、前記有段変速状態と前記無段変速状態とのうち効率が相対的に高い方の状態となるように制御することを特徴とする、
車両用変速機。 - 前記制御装置は、前記有段変速状態である場合であって現在の変速段での効率が当該現在の変速段と次の変速段との間の変速比での効率より高い場合には当該現在の変速段を維持し、
前記有段変速状態である場合であって現在の変速段と次の変速段との間の変速比での効率が当該現在の変速段での効率より高い場合には前記無段変速状態となるように制御し、
前記無段変速状態である場合であって当該無段変速状態での効率が次の変速段での効率より高い場合には前記無段変速状態を維持し、
前記無段変速状態である場合であって次の変速段での効率が当該無段変速状態での効率より高い場合には当該次の変速段となるように制御する、
請求項1に記載の車両用変速機。 - 前記有段変速状態は、前記機関からの回転動力を前記第1入力軸、又は、前記第2入力軸のいずれか一方を介して変速する状態であり、
前記無段変速状態は、前記機関からの回転動力を前記第1入力軸、前記第2入力軸、及び、前記差動機構を介して変速する状態であり、
前記制御装置は、前記回転機を制御し前記差動機構の差動回転を調節することで前記無段変速状態を実現する、
請求項1又は請求項2に記載の車両用変速機。 - 前記制御装置は、前記第1係合装置を係合状態、前記第2係合装置を解放状態とし、前記機関からの回転動力を前記第1変速段群のいずれか1つの変速段によって変速する前記有段変速状態から前記無段変速状態に移行する場合に、前記回転機を制御して前記第2入力軸の回転速度を前記出力軸の回転速度に応じた回転速度に同期させた後、前記機関から前記差動機構を介した回転動力を前記第2変速段群のいずれか1つの変速段によって変速する状態とした上で前記回転機を制御して変速比を変更し、
前記無段変速状態から、前記機関からの回転動力を前記第2変速段群のいずれか1つの変速段によって変速する前記有段変速状態に移行する場合に、前記第2係合装置を係合状態、前記第1係合装置を解放状態とし、前記回転機の制御を終了する、
請求項1乃至請求項3のいずれか1項に記載の車両用変速機。 - 前記制御装置は、前記無段変速状態である場合に前記回転機による発電量を制御することで変速比を変更する、
請求項1乃至請求項4のいずれか1項に記載の車両用変速機。 - 前記制御装置は、前記無段変速状態である場合に、前記回転機の発電量を見込んで、前記機関の動作点が当該機関の最適燃費線上に位置するように当該機関の出力を制御可能であり、
前記有段変速状態と、前記無段変速状態であって前記回転機の発電量を見込んだ動作点での状態とのうち効率が相対的に高い方の状態となるように制御する、
請求項5に記載の車両用変速機。 - 前記回転機によって発電された電力を蓄電可能である蓄電装置を備え、
前記制御装置は、前記蓄電装置の蓄電量に基づいて前記有段変速状態と前記無段変速状態とを切り替えて、前記無段変速状態である場合に、前記蓄電装置の蓄電量を見込んで前記機関の動作点が当該機関の最適燃費線上に位置するように当該機関の出力を制御可能である、
請求項5又は請求項6に記載の車両用変速機。 - 前記差動機構は、前記車両の走行中に当該車両で消費される電力量と、前記無段変速状態で前記回転機が発電する発電量とに基づいてギヤ比が設定される、
請求項5乃至請求項7のいずれか1項に記載の車両用変速機。 - 前記回転機の前記回転軸に接続される慣性質量体を備える、
請求項1乃至請求項8のいずれか1項に記載の車両用変速機。 - 車両を走行させる回転動力を発生させる機関と第1変速段群の第1入力軸との間の動力伝達を断接可能である第1係合装置、及び、前記機関と第2変速段群の第2入力軸との間の動力伝達を断接可能である第2係合装置を有する変速機構と、回転機の回転軸と前記第1入力軸と前記第2入力軸とを差動回転可能に接続する差動機構とを備える車両用変速機の制御装置であって、
前記第1係合装置、前記第2係合装置、及び、前記回転機を制御し、前記機関からの回転動力を前記第1変速段群、又は、前記第2変速段群のいずれか1つの変速段によって変速して出力軸から出力可能である有段変速状態と、前記機関からの回転動力を前記第1変速段群、及び、前記第2変速段群を構成する各変速段の変速比の間の変速比で変速して前記出力軸から出力可能であると共に当該変速比を無段階に変更可能である無段変速状態とに切り替え可能であり、
前記有段変速状態と前記無段変速状態とのうち効率が相対的に高い方の状態となるように制御することを特徴とする、
制御装置。
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WO2022071109A1 (ja) * | 2020-09-30 | 2022-04-07 | いすゞ自動車株式会社 | 車両制御装置 |
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