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WO2011114446A1 - Vehicle drive device - Google Patents

Vehicle drive device Download PDF

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Publication number
WO2011114446A1
WO2011114446A1 PCT/JP2010/054484 JP2010054484W WO2011114446A1 WO 2011114446 A1 WO2011114446 A1 WO 2011114446A1 JP 2010054484 W JP2010054484 W JP 2010054484W WO 2011114446 A1 WO2011114446 A1 WO 2011114446A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
transmission
vehicle
deceleration
drive device
Prior art date
Application number
PCT/JP2010/054484
Other languages
French (fr)
Japanese (ja)
Inventor
玲佳 根岸
伸一 竹内
勝也 小林
健 貝野
亮 鈴木
Original Assignee
トヨタ自動車株式会社
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 トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/054484 priority Critical patent/WO2011114446A1/en
Publication of WO2011114446A1 publication Critical patent/WO2011114446A1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11Stepped gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18109Braking
    • B60W30/18127Regenerative braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18Propelling the vehicle
    • B60W30/19Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2720/00Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10Longitudinal speed
    • B60W2720/106Longitudinal acceleration

Definitions

  • At least one driving force source for example, an engine or an electric motor
  • a driving force source for example, an engine or an electric motor
  • the present invention relates to a vehicle drive device that includes a clutch that is disengaged or connected to allow, and that changes the gear position of the transmission in response to a human operation.
  • Patent Document 1 describes a hybrid vehicle configured to transmit engine driving force and / or motor driving force to driving wheels via a manual transmission.
  • the manual transmission is generally a constantly meshing transmission with a synchromesh mechanism, and is configured to include a large number of gear stages (a combination of a drive gear and a driven gear). This manual transmission is configured to establish an appropriate gear in response to a driver's shift change operation.
  • the low speed gear stage is heavier than the high speed gear stage. Due to this relationship, for example, during the process of changing the gear stage of the transmission (shifting down or up) during the deceleration of the vehicle speed caused by the accelerator off, the gear inertia of the transmission changes. The deceleration changes compared to before the gear stage change.
  • Patent Document 2 discloses a hybrid car in which an engine is coupled to an electric motor and a generator in a parallel manner and is further connected to a gear shift transmission via a clutch.
  • the engine output shaft rotation speed and the gear shift transmission input shaft rotation speed are synchronized by controlling the engine to generate power and decreasing the engine rotation speed or by operating the electric motor to increase the engine rotation speed.
  • the gear shift transmission is considered to be the same as the manual transmission described above.
  • the present invention cuts off power transmission from the driving force source to the transmission, at least one driving force source that generates driving force for traveling, a constantly meshing transmission, and the transmission.
  • a vehicle drive device having a clutch that is disengaged or connected to allow, and that changes the gear stage of the transmission in response to a human operation, the gear is changed with the clutch disengaged while the vehicle speed is being reduced.
  • the purpose is to reduce the possibility of giving the driver a sense of incongruity during the process of changing the gear stage of the aircraft.
  • the present invention includes at least one driving force source that generates a driving force of a vehicle, a constantly meshing transmission, and disconnection or coupling so as to cut off or allow power transmission from the driving force source to the transmission.
  • a vehicle drive device configured to change a gear stage of the transmission in response to a human operation, for inputting positive or negative torque to a wheel without the clutch.
  • An electric motor and a control unit for controlling the output of the electric motor, wherein the control unit changes the gear stage of the transmission in a state in which the clutch is disengaged during deceleration of the vehicle speed. The output of the electric motor is controlled so as to maintain the deceleration of the vehicle speed before the step change.
  • the process of changing the gear position of the transmission with the clutch disengaged is a period during which a shift change such as downshift or upshift is performed.
  • the control unit reduces the output torque of the electric motor so as to suppress the deceleration due to the increase of the gear inertia of the transmission before the change or the acceleration due to the decrease of the gear inertia. It can be configured to control.
  • a positive torque can be output by the electric motor so as to cancel the increase in the gear inertia during the shift-down process during deceleration of the vehicle speed.
  • an increase in the deceleration of the vehicle speed is suppressed in the shift-down process, and the possibility of giving the driver a feeling of pulling in the vehicle is reduced.
  • the negative torque can be output by the electric motor so as to cancel out the reduction of the gear inertia during the shift-up process during deceleration of the vehicle speed.
  • the shift-up process it is possible to suppress a reduction in the vehicle speed, and thus the possibility of giving the driver a feeling of jumping out of the vehicle is reduced.
  • the control unit obtains and stores a deceleration of the vehicle speed immediately before the clutch is disconnected during deceleration of the vehicle speed, and performs the shift in a state where the clutch is disconnected during the deceleration of the vehicle speed. It is possible to obtain a vehicle speed deceleration in the process of changing the gear stage of the machine, and to perform feedback control of the electric motor so as to cancel the deviation between the obtained value and the stored value.
  • the output of the transmission is transmitted to a front wheel of the vehicle via a differential, and the installation location of the electric motor is from the output side of the clutch to the input side of the transmission.
  • a power transmission path, a front wheel axle to which vehicle driving force generated by the driving force source is transmitted, a rear wheel axle to which vehicle driving force generated by the driving force source is not transmitted, and an output side of the transmission To any one of the power transmission paths from the differential input side.
  • the installation location of the motor is clarified.
  • the output of the transmission is transmitted to a rear wheel of the vehicle via a differential, and the installation location of the motor is from the output side of the clutch to the input side of the transmission.
  • Power transmission path to the vehicle, a front wheel axle to which the vehicle driving force generated by the driving force source is not transmitted, a rear wheel axle to which the vehicle driving force generated by the driving force source is transmitted, and an output of the transmission One of the power transmission paths from the side to the differential input side.
  • the vehicle is a rear-wheel drive type, and the installation location of the motor is clarified.
  • the present invention maintains the deceleration of the vehicle speed before the gear stage change in the process of changing the gear stage of the transmission while the clutch is disconnected during deceleration of the vehicle speed.
  • the possibility of giving a sense of incongruity of deceleration can be reduced.
  • FIG. 2 is a skeleton diagram showing a schematic configuration of the transmission of FIG. 1.
  • It is sectional drawing which shows the upper half of the synchromesh mechanism of FIG.
  • It is a top view which shows the action
  • It is a top view which shows the shift gate of the shift lever of FIG.
  • It is a block diagram which shows the input / output element to ECU of FIG.
  • It is a schematic block diagram which shows other embodiment of the vehicle drive device which concerns on this invention.
  • FIG. 1 to FIG. 9 show an embodiment of the present invention.
  • the vehicle drive apparatus shown in FIG. 1 is a front wheel drive (FF) type.
  • the driving force generated by the engine 1 mounted on the vehicle and the positive or negative torque generated by the motor 4 can be transmitted to the left and right front wheels 6 and 6 of the vehicle.
  • the driving force generated in the engine 1 is input to the transmission 3 via the clutch 2 and is transmitted to the left and right front wheels 6 and 6 via the transmission 3 and the differential 5.
  • the positive or negative torque generated by the motor 4 can be transmitted to the front wheels 6 and 6 even when the clutch 2 is disengaged.
  • the front wheels 6 and 6 are drive wheels, and the rear wheels 7 and 7 are driven wheels.
  • the driving force of the vehicle generated by the engine 1 and the motor 4 is controlled by an electronic control unit (hereinafter referred to as ECU) 100.
  • the ECU 100 corresponds to a control unit described in the claims.
  • crankshaft 1a that is the output shaft of the engine 1 is connected to the flywheel 21 (see FIG. 2) of the clutch 2.
  • the rotational speed of the crankshaft 1a (engine rotational speed Ne) is detected by an engine rotational speed sensor 501.
  • the amount of air taken into the engine 1 is adjusted by an electronically controlled throttle valve 11.
  • the electronically controlled throttle valve 11 has a throttle opening in response to the operation of the accelerator pedal 13 by the driver, and can arbitrarily control the throttle opening independently of the operation of the accelerator pedal 13. It has become.
  • the amount of depression of the accelerator pedal 13 by the driver is detected by an accelerator opening sensor 505.
  • an accelerator opening sensor 505 When the driver turns off the accelerator, that is, when the depression amount of the accelerator pedal 13 is made zero, the output of the accelerator opening sensor 505 becomes zero.
  • a throttle valve In this case, generally, in order to prevent engine stall, a throttle valve The opening of 11 is set to the idle opening without being fully closed.
  • the throttle valve 11 is operated by a throttle motor 12, and the throttle motor 12 is controlled by the ECU 100.
  • the throttle control operation of the ECU 100 the throttle opening that provides the optimum intake air amount (target intake air amount) according to the operating state of the engine 1, such as the engine speed Ne detected by the engine speed sensor 501 and the accelerator opening, is obtained.
  • the throttle motor 12 is controlled so as to have a degree (target throttle opening).
  • the throttle motor 12 is feedback controlled so that the actual throttle opening detected by the throttle opening sensor 502 matches the target throttle opening.
  • the water temperature (cooling water temperature) of the engine 1 is detected by a water temperature sensor 506.
  • the clutch 2 is a known dry single-plate friction clutch, and includes a flywheel 21, a clutch disk 22, a pressure plate 23, a diaphragm spring 24, a clutch cover 25, and the like, as shown in FIG.
  • the clutch 2 is disconnected or engaged through the ECU 100 and the clutch operating device 26 in response to the depression operation of the clutch pedal 14 by the driver.
  • the depression operation state of the clutch pedal 14 is detected by the ECU 100 based on outputs from the clutch upper switch 510 and the clutch lower switch 511. Both switches 510 and 511 are normally-off switches.
  • the clutch upper switch 510 is turned on when the clutch pedal 14 is located in the range from the disengagement start position of the clutch 2 to the depression stop position, and the clutch lower switch 511 is stopped when the clutch pedal 14 is depressed from the complete disengagement position of the clutch 2. Turns on when positioned within the range up to the position.
  • the ECU 100 determines that the clutch pedal 14 is not depressed when the clutch upper switch 510 is off and the clutch lower switch 511 is off, or that the clutch upper switch 510 is on and the clutch lower switch 511 is off. If the clutch pedal 14 is half-clutch operated, and the clutch upper switch 510 is on and the clutch lower switch 511 is on, the clutch pedal 14 is fully disengaged. Judge each one.
  • the clutch operating device 26 includes a release bearing 261, a release fork 262, a hydraulic clutch actuator 263, and the like.
  • the clutch actuator 263 is, for example, a direct acting cylinder.
  • the hydraulic pressure control circuit 264 controls the supply amount of the hydraulic pressure to the clutch actuator 263, and the supply amount of the hydraulic pressure is controlled by the ECU 100.
  • the clutch actuator 263 can be an electric actuator.
  • the clutch operating device 26 displaces the pressure plate 23 of the clutch 2 in the axial direction by operating the release fork 262 by the clutch actuator 263 and moving the release bearing 261 in the axial direction on the input shaft 31 of the transmission 3. Then, the clutch disk 22 is strongly clamped between the pressure plate 23 and the flywheel 21 (engaged state) or separated (disconnected state), or the clutch disk 22 is slid while being slid. So-called half-clutch).
  • the actual engagement / disengagement state of the clutch 2 is recognized by the ECU 100 based on the output of the clutch stroke sensor 512.
  • the clutch stroke sensor 512 detects an electric signal corresponding to the stroke amount of the piston rod 263a of the clutch actuator 263 and inputs it to the ECU 100.
  • the transmission 3 is a known constant mesh transmission, and is configured to be able to select, for example, six forward speeds and one reverse speed. As shown in FIG. 3, the transmission 3 mainly includes an input shaft 31, an output shaft 32, six sets of forward gears 331 to 336 having different reduction ratios, one set of reverse gears 337, three synchros. Mesh mechanisms 34A, 34B, 34C, etc. are provided.
  • the input shaft 31 is connected to the crankshaft 1a of the engine 1 through the clutch 2.
  • the output shaft 32 is engaged with a ring gear (also referred to as a final driven gear) 51 of the differential 5 via a final drive gear 35.
  • the rotational speed Ni of the input shaft 31 (the output side rotational speed of the clutch 2) is detected by the input shaft rotational speed sensor 503. Further, the rotational speed of the output shaft 32 is detected by an output shaft rotational speed sensor 504. Based on the rotation speed ratio (output rotation speed / input rotation speed) obtained from the output signals of the input shaft rotation speed sensor 503 and the output shaft rotation speed sensor 504, the current gear stage (actual shift position) of the transmission 3 is determined. Can be determined. Output signals of the input shaft rotational speed sensor 503 and the output shaft rotational speed sensor 504 are input to the ECU 100.
  • the forward gear stages 331 to 336 are configured by combining drive gears 331a to 336a externally mounted on the input shaft 31 side and driven gears 331b to 336b externally mounted on the output shaft 32 side.
  • the drive gears 331a to 336a and the driven gears 331b to 336b are meshed with each other.
  • the first-speed and second-speed drive gears 331a and 332a are attached so as to rotate integrally with the input shaft 31, while the third to sixth-speed drive gears 333a to 336a are provided with bearings (for example, cage and cage) on the input shaft 31. It is attached so as to be capable of relative rotation via a roller.
  • the 1st and 2nd speed driven gears 331b and 332b are attached to the output shaft 32 through bearings (for example, cage and rollers) so as to be relatively rotatable, but the 3rd to 6th speed driven gears 333b to 336b are output.
  • the shaft 32 is attached so as to rotate integrally.
  • the reverse gear stage 337 includes a reverse drive gear 337a, a reverse driven gear 337b, a reverse idler gear 337c, and the like.
  • the three synchromesh mechanisms 34A, 34B, and 34C are the 1-2 shift synchromesh mechanism 34A, the 3-4 shift synchromesh mechanism 34B, and the 5-6 shift synchromesh mechanism 34C, respectively. It has become. Since these synchromesh mechanisms 34A to 34C have a known configuration, they will be briefly described with reference to FIG. In FIG. 4, the 1-2 shift synchromesh mechanism 34A is shown as a representative.
  • the 1-2 shift synchromesh mechanism 34A includes a sleeve 341, two synchronizer rings 342, 343, a shifting key 344, a clutch hub 345, and the like.
  • the clutch hub 345 is fitted to the output shaft 32 of the transmission 3 by a spline (not shown) and rotates integrally with the output shaft 32.
  • the sleeve 341 is fitted to the outer periphery of the clutch hub 345 by its inner peripheral spline (not shown).
  • the sleeve 341 is moved in the shift direction (X direction or Y direction) by a shift fork 361 of an operating mechanism 36 described later.
  • the cone surface of the first synchronizer ring 342 is idling on the output shaft 32 at a rotational speed synchronized with the input shaft 31. It contacts the cone surface of the driven gear 331b of the first gear stage 331 for use.
  • the cone surface of the second synchronizer ring 343 is idled at a rotational speed synchronized with the input shaft 31 on the output shaft 32. It contacts the cone surface of the driven gear 332b of the second gear stage 332 for use.
  • outer peripheral splines are formed that mesh with the inner peripheral splines of the sleeve 341.
  • the shifting key 344 is fitted to the inner peripheral spline of the sleeve 341, and, for example, presses the end surface of the first synchronizer ring 342 in the X direction at the beginning of movement in the X direction.
  • the operation of the 1-2 shift synchromesh mechanism 34A is known, but when the sleeve 341 is in the position shown in FIG. 4, the transmission 3 is in the neutral state, and the sleeve 341 is moved in the X direction in FIG.
  • the inner peripheral spline of the sleeve 341 is engaged with the driven gear 331b of the forward first speed gear stage 331 by the rotational synchronization action of the first synchronizer ring 342
  • the input shaft 31 passes through the forward first speed gear stage 331 to the output shaft 32. Power is transmitted.
  • Such a shift operation of the transmission 3 is performed by the driver manually operating the shift lever 15 installed in the driver's seat of the vehicle.
  • the shift lever 15 When the shift lever 15 is operated, the synchromesh mechanisms 34A to 34C of the transmission 3 are operated via the operating mechanism 36.
  • the actuating mechanism 36 establishes the gear stage of the transmission 3 corresponding to the shift position selected by the shift lever 15, and as shown in FIGS. 4 and 5, there are three shift forks 361, three shift forks.
  • a shaft 362, one select rod 363, one shift rod 364, a select actuator 365, a shift actuator 366, and the like are provided.
  • the three shift forks 361 are individually engaged with the outer peripheral grooves of the sleeves 341 in the three synchromesh mechanisms 34A to 34C.
  • the three shift fork shafts 362 are arranged next to each other in parallel.
  • the select rod 363 is disposed on the free end side of the three shift fork shafts 362 so as to cross in a direction perpendicular to the longitudinal direction of the shift fork shafts 362, and any one head of the shafts 362 is disposed. 367 is engaged so that power can be transmitted selectively.
  • the select rod 363 is coupled to the piston rod of the select actuator 365, and the select actuator 365 pushes and pulls the select rod 363 along the longitudinal direction (select direction). Note that the select actuator 365 and the shift actuator 366 may be either hydraulic or electric.
  • the shift rod 364 is engaged with the select rod 363 in a state of being arranged so as to cross in a direction orthogonal to the longitudinal direction of the select rod 363.
  • the shift rod 364 is connected to the piston rod of the shift actuator 366. When the shift rod 364 is pushed and pulled in the longitudinal direction by the shift actuator 366, the select rod 363 is perpendicular to the longitudinal direction (shifted). Direction).
  • the shift lever 15 is moved along a shift gate 16 as shown in FIG.
  • the shift gate 16 includes a 1-2 speed gate 161, a 3-4 speed gate 162, a 5-6 speed gate 163, a reverse gate 164, a neutral gate 165, and the like.
  • the 1-2 speed gate 161, the 3-4 speed gate 162, the 5-6 speed gate 163, and the reverse gate 164 are formed along the front-rear direction of the vehicle, and the shift lever 15 is formed along the respective gates 161-164.
  • the act of moving is regarded as a shift operation.
  • the neutral gate 165 is formed along the left-right direction of the vehicle, and the act of moving the shift lever 15 along the neutral gate 165 is selected.
  • the front end is the first speed position and the rear end is the second speed position.
  • the front end is in the 3rd speed position and the rear end is in the 4th speed position.
  • the front end is in the 5th speed position and the rear end is in the 6th speed position.
  • the select rod 363 When the shift lever 15 is selected, the select rod 363 is engaged with one shift fork shaft 362 according to the request so that power can be transmitted. Subsequently, when the shift lever 15 is shifted, the shift rod 364 is moved in the protruding direction or the backward direction so that the shift fork shaft 362 is slid in the longitudinal direction via the select rod 363. Therefore, any one sleeve 341 of the three synchromesh mechanisms 34A to 34C is slid in the XY directions of FIGS. 3 and 4 by the shift fork 361 integrally connected to the shift fork shaft 362. Become. As a result, the gear stage (actual shift position) of the transmission 3 corresponding to the required shift position selected by the shift lever 15 is established.
  • the movement amount (select stroke) of the select rod 363 is detected by the select stroke sensor 508, and the movement amount (shift stroke) of the shift rod 364 is detected by the shift stroke sensor 509.
  • the ECU 100 can recognize the required shift position (requested gear stage) selected by the shift lever 15 based on the input.
  • the ECU 100 controls the select actuator 365 and the shift actuator 366 to establish the gear stage of the transmission 3 according to the required shift position.
  • the select rod 363 and the shift rod 364 are operated.
  • the motor 4 is installed on the input shaft 31 of the transmission 3 as shown in FIG.
  • the motor 4 includes a rotor and a stator.
  • the rotor is integrally fixed to the outer periphery of the input shaft 31 of the transmission 3, and the stator is integrally formed in the housing of the transmission 3 so as to face the outer diameter side of the rotor in a non-contact manner. Fixed.
  • the output torque of the motor 4 is input to the input shaft 31 of the transmission 3, so that the motor 4 applies positive torque or negative torque (rotational resistance) to the front wheels 6 and 6 without passing through the clutch 2. It is possible to input.
  • the output torque of the motor 4 is controlled by the motor drive circuit 41 and the ECU 100, and the output torque of the motor 4 is input to the input shaft 31 of the transmission 3. For example, even when the clutch 2 is disengaged, if a positive torque is generated by the motor 4, it becomes possible to input a positive driving force to the front wheels 6, 6. When generated, negative torque (rotational resistance) can be input to the front wheels 6 and 6.
  • the differential 5 exemplifies a two-pinion type in the figure, but the type is not particularly limited.
  • ECU100 controls the driving force for driving
  • the ECU 100 has a known configuration including a CPU (central processing unit), a ROM (program memory), a RAM (data memory), a backup RAM (nonvolatile memory), and the like, as shown in FIG. Is done.
  • the ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like.
  • the CPU executes arithmetic processing based on various control programs and maps stored in the ROM.
  • the RAM is a memory that temporarily stores calculation results in the CPU, data input from each sensor, and the like.
  • the backup RAM is a nonvolatile memory that stores data to be saved when the engine 1 is stopped. It is memory.
  • the input interface 105 of the ECU 100 includes an engine speed sensor 501, a throttle opening sensor 502, an input shaft speed sensor 503, an output shaft speed sensor 504, an accelerator position sensor 505, an engine 1 water temperature sensor 506, and a brake pedal sensor. 507, a select stroke sensor 508, a shift stroke sensor 509, a clutch upper switch 510, a clutch lower switch 511, a clutch stroke sensor 512, and the like are connected, and signals from these sensors and switches are input to the ECU 100.
  • the ECU 100 calculates the vehicle speed based on the output signal of the output shaft rotation speed sensor 504.
  • the output interface 106 of the ECU 100 is connected to the throttle motor 12, the fuel injection device 16, the ignition device 17, the hydraulic control circuit 264, and the like.
  • the connection targets for the input / output interfaces 105 and 106 are only those related to the characteristics of the present invention, and descriptions and explanations of elements not directly related to the characteristics of the present invention are omitted.
  • This embodiment is devised so that the deceleration (deceleration gradient) of the vehicle speed is not changed in the process of shift change (shift down or shift up) during deceleration of the vehicle speed due to accelerator off.
  • the clutch 2 is disengaged from time t1 to time t2 as shown in FIG. 8B.
  • the gear stage of the transmission 3 is changed from, for example, the second speed to the first speed from time t3 to time t4, and the clutch is changed from time t5 to time t6 as shown in FIG. 8B. It is assumed that 2 is joined.
  • the motor 4 is controlled so as to maintain the deceleration (deceleration gradient) of the vehicle speed before the downshift in the downshift process.
  • the output torque T of the motor 4 necessary for canceling the increase in the gear inertia of the transmission 3 can be estimated (calculated) by the following equation.
  • This estimated time is the time when the driver has changed the shift position with the shift lever 15.
  • the shift position change time that is, the change request time, can be recognized by the ECU 100 based on output signals from the select stroke sensor 508 and the shift stroke sensor 509.
  • a is the input shaft rotational speed Ni of the transmission 3 before the gear stage change
  • b is the input shaft rotational speed Ni of the transmission 3 after the gear stage change
  • t is the time required for the gear stage change
  • c is the target Gear stage inertia.
  • the inertia c is stored in advance in the ECU 100 as a fixed value.
  • the time t required for the gear stage change is a predetermined experience value (a value obtained by adding a margin to the average value of the operation time for each gear stage change).
  • the output torque T of the motor 4 necessary to cancel out the decrease in the output torque described above can be estimated (calculated) by the following equation.
  • This estimated time is before the start of clutch 2 engagement.
  • the time before the start of engagement of the clutch 2 is, for example, between time t4 and t5.
  • T [(
  • t is a stroke time required for completely engaging the clutch 2 from the disengaged state
  • I is a member on the input side of the clutch 2 from the engine 1 (flywheel 21, pressure plate 23, diaphragm spring 24, clutch cover) 25).
  • the inertia I is stored in advance in the ECU 100 as a fixed value.
  • the stroke time t is a predetermined experience value (a value obtained by adding a margin to an average value of time required for clutch engagement).
  • the clutch 2 is disengaged from time t11 to time t12 as shown in FIG. 9 (b) when the accelerator 1 is turned off while the vehicle is running and the engine 1 is driven to reduce the vehicle speed.
  • the gear stage of the transmission 3 is changed from, for example, the second speed to the third speed from time t13 to time t14, and the clutch is changed from time t15 to time t16 as shown in FIG. 9B. It is assumed that 2 is joined.
  • the motor 4 is controlled so as to maintain the deceleration (deceleration gradient) of the vehicle speed before the upshifting in the upshifting process.
  • the output torque T of the motor 4 necessary for canceling the reduction of the gear inertia of the transmission 3 can be estimated (calculated) by the following equation.
  • This estimated time is the time when the driver has changed the shift position with the shift lever 15.
  • the shift position change time that is, the change request time, can be recognized by the ECU 100 based on output signals from the select stroke sensor 508 and the shift stroke sensor 509.
  • a is the input shaft rotational speed Ni of the transmission 3 before the gear stage change
  • b is the input shaft rotational speed Ni of the transmission 3 after the gear stage change
  • t is the time required for the gear stage change
  • c is the target Gear stage inertia.
  • the inertia c is stored in advance in the ECU 100 as a fixed value.
  • the time t required for the gear stage change is a predetermined experience value (a value obtained by adding a margin to the average value of the operation time for each gear stage change).
  • the output torque T of the motor 4 necessary for canceling the increase in the output torque described above can be estimated (calculated) by the following equation.
  • This estimated time is before the start of clutch 2 engagement.
  • the time before the start of engagement of the clutch 2 is, for example, between time t14 and t15.
  • T [(
  • t is a stroke time required for completely engaging the clutch 2 from the disengaged state
  • I is a member on the input side of the clutch 2 from the engine 1 (flywheel 21, pressure plate 23, diaphragm spring 24, clutch cover) 25).
  • the inertia I is stored in advance in the ECU 100 as a fixed value.
  • the stroke time t is a predetermined experience value (a value obtained by adding a margin to an average value of time required for clutch engagement).
  • the process of shifting down or up during the vehicle speed deceleration accompanying the accelerator off (the process of disconnecting the clutch 2 and the transmission with the clutch 2 disconnected) 3) and the step of engaging the clutch 2), it is possible to maintain the deceleration of the vehicle speed immediately before the downshift or the upshift. Therefore, the possibility of giving the driver a sense of incongruity of deceleration during the downshifting process or the upshifting process is reduced.
  • the motor 4 when the motor 4 is installed on the input shaft 31 of the transmission 3 as in this embodiment, the motor 4 can be used as a rotation speed sensor.
  • the rotational difference between the input side rotational speed and the output side rotational speed of the clutch 2 when the clutch 2 is engaged, or the synchromesh mechanisms 34A to 34C when the gear stage of the transmission 3 is changed. It becomes possible to grasp the synchronous operation. Therefore, when the motor 4 is used as a rotation speed sensor, the above-described control can be performed more precisely.
  • the ECU 100 obtains vehicle speed deceleration at regular intervals before the clutch 2 disengagement start times t1 and t11, and stores the obtained values in the temporary memory area while updating them one by one. Then, at time t3-t4, t13-t14, a deceleration of the vehicle speed is obtained every fixed period, and a process of feedback-controlling the output torque of the motor 4 so as to cancel the deviation between the obtained value and the stored value is performed. It is possible to do so.
  • the rear wheels 7 and 7 can be used as drive wheels, so that the vehicle can be a four-wheel drive vehicle. Since the installation space is wider than other installation locations, it can be mounted on a vehicle.
  • the present invention is applied to a vehicle drive device of the front wheel drive (FF) type, but the present invention is not limited to this, for example, rear wheel drive (FR)
  • the present invention can be applied to other types of vehicle drive devices and other types of vehicle drive devices.
  • the transmission 3 is set to a forward six-speed shift is taken as an example, the present invention is not limited to this, and the number of shift stages is arbitrary.
  • the motor is installed at a rear wheel to which drive force generated by a drive force source such as the input shaft 31 of the transmission 3 and the engine 1 is transmitted.
  • a drive force source such as the input shaft 31 of the transmission 3 and the engine 1 is transmitted.
  • the engine 1 as the driving force source and the electric motor can be in a state in which only one of them is driven, or in a state in which both are driven simultaneously.
  • the depression stroke sensor outputs a signal corresponding to the depression stroke of the clutch pedal 14 to the ECU 100.
  • the ECU 100 determines the complete disengagement position, complete disengagement position, and semi-engagement range (from the disengagement position to the disengagement position) in the depression direction of the clutch pedal 14 based on the output from the depression stroke sensor. It is possible to recognize the depression operation position of the clutch pedal 14.
  • This concentric slave cylinder is configured to slide the release bearing 261 hydraulically without using the release fork 262.
  • the clutch 2 shown in the above embodiment is exemplified as a type that operates in response to a manual depression of the clutch pedal 14, the present invention is not limited to this.
  • the clutch 2 can be an automatic clutch without the clutch pedal 14.
  • the shift lever 15 is mechanically separated from the select rod 363 and the shift rod 364, and the select rod 363 and the shift rod 364 are operated by the select actuator 365 and the shift actuator 366.
  • the present invention is not limited to this.
  • the select operation or shift operation of the shift lever 15 and the operation of the select rod 363 or shift rod 364 are linked. It can be configured.

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Abstract

Disclosed is a vehicle drive device provided with at least one drive power source (1), a constant mesh transmission (3), and a clutch (2) which is disengaged or engaged so as to cut off or allow power transmission from the drive power source (1) to the transmission (3) and configured to shift gears of the transmission (3) in response to a human manipulation. In order to reduce the possibility of giving a driver a feeling of strangeness of deceleration in the process of shifting gears of the transmission (3) while the clutch (2) is disengaged under deceleration of a vehicle, the vehicle drive device is provided with a motor (4) for inputting positive or negative drive power to front wheels (6, 6) without the clutch (2), and an ECU (100) for controlling the output torque of the motor (4). The ECU (100) controls the output torque of the motor (4) such that the vehicle deceleration before the shift of gears is maintained in the process of disengaging the clutch (2) and shifting gears of the transmission (3) under deceleration of the vehicle.

Description

車両駆動装置Vehicle drive device
 本発明は、走行用の駆動力を発生する少なくとも1つの駆動力源(例えばエンジンや電動機など)と、常時噛み合い式の変速機と、前記駆動力源から前記変速機への動力伝達を遮断または許容するように切断または継合されるクラッチとを備えかつ人的操作に応答して前記変速機のギヤ段変更を行う構成の車両駆動装置に関する。 According to the present invention, at least one driving force source (for example, an engine or an electric motor) that generates driving force for traveling, a constantly meshing transmission, and power transmission from the driving force source to the transmission are cut off or The present invention relates to a vehicle drive device that includes a clutch that is disengaged or connected to allow, and that changes the gear position of the transmission in response to a human operation.
 例えば特許文献1には、エンジンの駆動力および/またはモータの駆動力をマニュアルトランスミッションを介して駆動輪に伝達するように構成したハイブリッド車両が記載されている。 For example, Patent Document 1 describes a hybrid vehicle configured to transmit engine driving force and / or motor driving force to driving wheels via a manual transmission.
 前記マニュアルトランスミッションとは、一般的に、シンクロメッシュ機構付きの常時噛み合い式変速機のことであり、多数のギヤ段(ドライブギヤとドリブンギヤとの組み合わせ)を備える構成になっている。このマニュアルトランスミッションは、運転者のシフトチェンジ操作に応答して適宜のギヤ段を成立する構成である。 The manual transmission is generally a constantly meshing transmission with a synchromesh mechanism, and is configured to include a large number of gear stages (a combination of a drive gear and a driven gear). This manual transmission is configured to establish an appropriate gear in response to a driver's shift change operation.
 一般的に、シフトチェンジ(シフトダウンまたはシフトアップ)では、クラッチを一旦切断する動作と、変速機のギヤ段を変更する動作と、クラッチを継合させる動作とを連続して行う。 Generally, in a shift change (shift down or shift up), an operation of temporarily disengaging the clutch, an operation of changing the gear stage of the transmission, and an operation of engaging the clutch are continuously performed.
 この種の変速機は、前記ギヤ段のうち、高速ギヤ段よりも低速ギヤ段のほうが重い。その関係より、例えばアクセルオフに伴う車速の減速中に、クラッチを切断して変速機のギヤ段を変更(シフトダウンまたはシフトアップ)する過程で、変速機のギヤイナーシャが変化するので、車両の減速度が前記ギヤ段変更前に比べて変化することになる。 In this type of transmission, the low speed gear stage is heavier than the high speed gear stage. Due to this relationship, for example, during the process of changing the gear stage of the transmission (shifting down or up) during the deceleration of the vehicle speed caused by the accelerator off, the gear inertia of the transmission changes. The deceleration changes compared to before the gear stage change.
 例えば、前記ギヤ段変更をシフトダウンとする場合には、変速機のギヤイナーシャが増大するために、車両の減速度が大きくなって、運転者に引き込み感を与える傾向になる。一方、前記ギヤ段変更をシフトアップとする場合には、変速機のギヤイナーシャが減少するために、車両の減速度が小さくなって、運転者に飛び出し感を与える傾向になる。 For example, when the gear stage change is downshifted, the gear inertia of the transmission increases, so the vehicle deceleration increases, and the driver tends to be drawn. On the other hand, when the gear stage change is shifted up, the gear inertia of the transmission is reduced, so that the deceleration of the vehicle is reduced, and the driver tends to feel popping out.
 例えば特許文献2には、エンジンが電動モータと発電機とに並列方式で結合され、さらにクラッチを介してギヤシフトトランスミッションに接続された構成のハイブリッドカーにおいて、シフトチェンジ時に、電動モータと発電機とを発電させるように制御してエンジン回転速度を下げたり、あるいは電動モータを運転してエンジン回転速度を上げたりすることにより、エンジンの出力軸回転速度とギヤシフトトランスミッションの入力軸回転速度とを同期させることが記載されている。前記ギヤシフトトランスミッションは、前記したマニュアルトランスミッションと同じものと考えられる。 For example, Patent Document 2 discloses a hybrid car in which an engine is coupled to an electric motor and a generator in a parallel manner and is further connected to a gear shift transmission via a clutch. The engine output shaft rotation speed and the gear shift transmission input shaft rotation speed are synchronized by controlling the engine to generate power and decreasing the engine rotation speed or by operating the electric motor to increase the engine rotation speed. Is described. The gear shift transmission is considered to be the same as the manual transmission described above.
特開平11-257117号公報JP-A-11-257117 特開2006-176098号公報JP 2006-176098 A
 上記特許文献1に係る従来例は、例えばアクセルオフに伴う車速の減速中に、クラッチを切断して変速機のギヤ段を変更(シフトダウンまたはシフトアップ)する過程で、車速の減速度が前記ギヤ段変更前に比べて変化するので、運転者に対して減速感の違和感を与えるおそれがある。ここに改良の余地がある。 In the conventional example according to Patent Document 1 described above, for example, in the process of changing the gear stage of the transmission (shifting down or up) during deceleration of the vehicle speed due to accelerator off, the deceleration of the vehicle speed is Since it changes compared to before the gear stage change, there is a risk of giving the driver a sense of incongruity of deceleration. There is room for improvement here.
 上記特許文献2に係る従来例では、シフトチェンジ時に電動モータや発電機を用いてエンジン回転速度を増減制御することが記載されているが、前記のように車速の減速中にシフトチェンジする過程で変速機のギヤイナーシャが変化することに起因して、車速の減速度が変化する点については記載されていない。 In the conventional example according to Patent Document 2, it is described that the engine rotational speed is controlled to increase or decrease using an electric motor or a generator at the time of a shift change. However, as described above, in the process of performing a shift change while the vehicle speed is being reduced. It does not describe that the deceleration of the vehicle speed changes due to the change of the gear inertia of the transmission.
 このような事情に鑑み、本発明は、走行用の駆動力を発生する少なくとも1つの駆動力源と、常時噛み合い式の変速機と、前記駆動力源から前記変速機への動力伝達を遮断または許容するように切断または継合されるクラッチとを備えかつ人的操作に応答して前記変速機のギヤ段変更を行う構成の車両駆動装置において、車速の減速中にクラッチを切断した状態で変速機のギヤ段を変更する過程で、運転者に対して減速感の違和感を与える可能性を低くすることを目的としている。 In view of such circumstances, the present invention cuts off power transmission from the driving force source to the transmission, at least one driving force source that generates driving force for traveling, a constantly meshing transmission, and the transmission. In a vehicle drive device having a clutch that is disengaged or connected to allow, and that changes the gear stage of the transmission in response to a human operation, the gear is changed with the clutch disengaged while the vehicle speed is being reduced. The purpose is to reduce the possibility of giving the driver a sense of incongruity during the process of changing the gear stage of the aircraft.
 本発明は、車両の駆動力を発生する少なくとも1つの駆動力源と、常時噛み合い式の変速機と、前記駆動力源から前記変速機への動力伝達を遮断または許容するように切断または継合されるクラッチとを備えかつ人的操作に応答して前記変速機のギヤ段変更を行う構成の車両駆動装置であって、前記クラッチを介さずに車輪に正または負のトルクを入力するための電動機と、この電動機の出力を制御するための制御部とをさらに備え、前記制御部は、車速の減速中に前記クラッチを切断した状態で前記変速機のギヤ段を変更する過程において、前記ギヤ段変更前における車速の減速度を維持するように前記電動機の出力を制御する、ことを特徴としている。 The present invention includes at least one driving force source that generates a driving force of a vehicle, a constantly meshing transmission, and disconnection or coupling so as to cut off or allow power transmission from the driving force source to the transmission. A vehicle drive device configured to change a gear stage of the transmission in response to a human operation, for inputting positive or negative torque to a wheel without the clutch. An electric motor and a control unit for controlling the output of the electric motor, wherein the control unit changes the gear stage of the transmission in a state in which the clutch is disengaged during deceleration of the vehicle speed. The output of the electric motor is controlled so as to maintain the deceleration of the vehicle speed before the step change.
 なお、前記クラッチを切断した状態で前記変速機のギヤ段を変更する過程とは、シフトダウンまたはシフトアップなどのシフトチェンジを行っている期間のことである。 It should be noted that the process of changing the gear position of the transmission with the clutch disengaged is a period during which a shift change such as downshift or upshift is performed.
 ここで、前記構成において、車速の減速中にギヤ段を変更すると、変更前に対して変更後の変速機のギヤイナーシャが増大または減少することになり、それに伴い変更後における車速の減速度が変更前に比べて変化することになる。 Here, in the above configuration, if the gear stage is changed during deceleration of the vehicle speed, the gear inertia of the transmission after the change is increased or decreased with respect to that before the change, and accordingly, the deceleration of the vehicle speed after the change is reduced. It will change compared to before the change.
 そこで、前記構成では、前記車速の減速中のギヤ段変更過程において、前記ギヤ段変更前における車速の減速度を維持するように前記電動機で正トルクまたは負トルクを発生させるようにしている。これにより、前記車速の減速中のギヤ段変更過程において、変速機から車輪までの動力伝達経路に正の駆動力または負の駆動力(回転抵抗)が入力されることになるから、車速の減速度が変化することが抑制されるので、運転者に車両の引き込み感や飛び出し感などといった違和感を与える可能性が低下する。 Therefore, in the above-described configuration, in the process of changing the gear stage during the deceleration of the vehicle speed, a positive torque or a negative torque is generated by the electric motor so as to maintain the deceleration of the vehicle speed before the gear stage change. As a result, in the process of changing the gear stage during deceleration of the vehicle speed, a positive driving force or a negative driving force (rotational resistance) is input to the power transmission path from the transmission to the wheels. Since the change in speed is suppressed, the possibility of giving the driver a sense of incongruity such as a feeling of pulling in the vehicle or a feeling of popping out decreases.
 好ましくは、前記制御部は、前記ギヤ段を変更する過程で、変更前に対する前記変速機のギヤイナーシャの増大による減速度または前記ギヤイナーシャの減少による加速度を抑制するように前記電動機の出力トルクを制御する、構成とすることができる。 Preferably, in the process of changing the gear stage, the control unit reduces the output torque of the electric motor so as to suppress the deceleration due to the increase of the gear inertia of the transmission before the change or the acceleration due to the decrease of the gear inertia. It can be configured to control.
 ここで、前記構成において、前記ギヤ段の変更をシフトダウンとする場合には、変更後のギヤイナーシャが変更前に比べて増大することに伴い変更後における車速の減速度が変更前に比べて大きくなる。 Here, in the above configuration, when the change of the gear stage is to be shifted down, the change in the vehicle inertia after the change is greater than that before the change as the gear inertia after the change increases compared to before the change. growing.
 そこで、前記構成では、前記車速減速中のシフトダウン過程において、前記ギヤイナーシャの増大分を打ち消すように電動機で正トルクを出力させるようにできる。これにより、前記シフトダウン過程において、車速の減速度が大きくなることが抑制されるので、運転者に対して車両の引き込み感を与える可能性が低下する。 Therefore, in the above-described configuration, a positive torque can be output by the electric motor so as to cancel the increase in the gear inertia during the shift-down process during deceleration of the vehicle speed. As a result, an increase in the deceleration of the vehicle speed is suppressed in the shift-down process, and the possibility of giving the driver a feeling of pulling in the vehicle is reduced.
 一方、前記ギヤ段の変更をシフトアップとする場合には、変更後のギヤイナーシャが変更前に比べて減少することに伴い変更後における車速の減速度が変更前に比べて小さくなる。 On the other hand, when the gear stage change is shifted up, the vehicle inertia after the change becomes smaller than that before the change as the gear inertia after the change is reduced as compared with that before the change.
 そこで、前記構成では、前記車速減速中のシフトアップ過程において、前記ギヤイナーシャの減少分を打ち消すように電動機で負トルクを出力させるようにできる。これにより、前記シフトアップ過程において、車速の減速度が小さくなることが抑制されるので、運転者に対して車両の飛び出し感を与える可能性が低下する。 Therefore, in the above configuration, the negative torque can be output by the electric motor so as to cancel out the reduction of the gear inertia during the shift-up process during deceleration of the vehicle speed. As a result, in the shift-up process, it is possible to suppress a reduction in the vehicle speed, and thus the possibility of giving the driver a feeling of jumping out of the vehicle is reduced.
 好ましくは、前記制御部は、前記車速の減速中に前記クラッチが切断される直前における車速の減速度を求めて、記憶する処理と、前記車速の減速中に前記クラッチを切断した状態で前記変速機のギヤ段を変更する過程における車速の減速度を求めて、この求めた値と前記記憶値との偏差を打ち消すように前記電動機をフィードバック制御する処理とを行う、構成とすることができる。 Preferably, the control unit obtains and stores a deceleration of the vehicle speed immediately before the clutch is disconnected during deceleration of the vehicle speed, and performs the shift in a state where the clutch is disconnected during the deceleration of the vehicle speed. It is possible to obtain a vehicle speed deceleration in the process of changing the gear stage of the machine, and to perform feedback control of the electric motor so as to cancel the deviation between the obtained value and the stored value.
 この構成では、電動機をフィードバック制御する関係上、若干の応答遅れが生じるものの、比較的簡単な処理でもって、車速の減速中のギヤ段変更過程において車速の減速度が変化することを抑制できるようになる。 In this configuration, although there is a slight response delay due to feedback control of the motor, it is possible to suppress a change in the deceleration of the vehicle speed during the gear change process during the deceleration of the vehicle speed with a relatively simple process. become.
 好ましくは、前記車両駆動装置において、前記変速機の出力は、デファレンシャルを介して車両の前輪に伝達される形態とされ、前記電動機の設置場所は、前記クラッチの出力側から変速機の入力側までの動力伝達経路と、前記駆動力源で発生する車両駆動力が伝達される前輪の車軸と、前記駆動力源で発生する車両駆動力が伝達されない後輪の車軸と、前記変速機の出力側からデファレンシャルの入力側までの動力伝達経路との中からいずれか1ヶ所とされる。 Preferably, in the vehicle drive device, the output of the transmission is transmitted to a front wheel of the vehicle via a differential, and the installation location of the electric motor is from the output side of the clutch to the input side of the transmission. A power transmission path, a front wheel axle to which vehicle driving force generated by the driving force source is transmitted, a rear wheel axle to which vehicle driving force generated by the driving force source is not transmitted, and an output side of the transmission To any one of the power transmission paths from the differential input side.
 ここでは、車両が前輪駆動形式であることを明確にしたうえで、電動機の設置場所を明確にしている。 Here, after clarifying that the vehicle is a front-wheel drive type, the installation location of the motor is clarified.
 好ましくは、前記車両駆動装置において、前記変速機の出力は、デファレンシャルを介して車両の後輪に伝達される形態とされ、前記モータの設置場所は、前記クラッチの出力側から変速機の入力側までの動力伝達経路と、前記駆動力源で発生する車両駆動力が伝達されない前輪の車軸と、前記駆動力源で発生する車両駆動力が伝達される後輪の車軸と、前記変速機の出力側からデファレンシャルの入力側までの動力伝達経路との中からいずれか1ヶ所とされる。 Preferably, in the vehicle drive device, the output of the transmission is transmitted to a rear wheel of the vehicle via a differential, and the installation location of the motor is from the output side of the clutch to the input side of the transmission. Power transmission path to the vehicle, a front wheel axle to which the vehicle driving force generated by the driving force source is not transmitted, a rear wheel axle to which the vehicle driving force generated by the driving force source is transmitted, and an output of the transmission One of the power transmission paths from the side to the differential input side.
 ここでは、車両が後輪駆動形式であることを明確にしたうえで、電動機の設置場所を明確にしている。 Here, it is clarified that the vehicle is a rear-wheel drive type, and the installation location of the motor is clarified.
 本発明は、車速減速中にクラッチを切断した状態で変速機のギヤ段を変更する過程において、ギヤ段変更前における車速の減速度を維持するようにしているから、前記過程において運転者に対して減速感の違和感を与える可能性を低くできる。 The present invention maintains the deceleration of the vehicle speed before the gear stage change in the process of changing the gear stage of the transmission while the clutch is disconnected during deceleration of the vehicle speed. The possibility of giving a sense of incongruity of deceleration can be reduced.
本発明に係る車両駆動装置の一実施形態を示す概略構成図である。It is a schematic structure figure showing one embodiment of a vehicle drive device concerning the present invention. 図1のクラッチの概略構成を示す図である。It is a figure which shows schematic structure of the clutch of FIG. 図1の変速機の概略構成を示すスケルトン図である。FIG. 2 is a skeleton diagram showing a schematic configuration of the transmission of FIG. 1. 図3のシンクロメッシュ機構の上半分を示す断面図である。It is sectional drawing which shows the upper half of the synchromesh mechanism of FIG. 図3のシンクロメッシュ機構の作動機構を示す平面図である。It is a top view which shows the action | operation mechanism of the synchromesh mechanism of FIG. 図1のシフトレバーのシフトゲートを示す平面図である。It is a top view which shows the shift gate of the shift lever of FIG. 図1のECUへの入出力要素を示すブロック図である。It is a block diagram which shows the input / output element to ECU of FIG. この実施形態の車両駆動装置によるアクセルオフ、シフトダウンに関するタイミングチャートである。It is a timing chart regarding accelerator-off and shift-down by the vehicle drive device of this embodiment. この実施形態の車両駆動装置によるアクセルオフ、シフトアップに関するタイミングチャートである。It is a timing chart regarding accelerator-off and shift-up by the vehicle drive device of this embodiment. 本発明に係る車両駆動装置の他実施形態を示す概略構成図である。It is a schematic block diagram which shows other embodiment of the vehicle drive device which concerns on this invention.
 以下、本発明を実施するための最良の実施形態について添付図面を参照して詳細に説明する。 Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings.
 図1から図9に本発明の一実施形態を示している。図1に示す車両駆動装置は、前輪駆動(FF)形式とされている。車両の左右の前輪6,6には、車両に搭載されるエンジン1で発生する駆動力やモータ4で発生する正または負のトルクを伝達することが可能になっている。 FIG. 1 to FIG. 9 show an embodiment of the present invention. The vehicle drive apparatus shown in FIG. 1 is a front wheel drive (FF) type. The driving force generated by the engine 1 mounted on the vehicle and the positive or negative torque generated by the motor 4 can be transmitted to the left and right front wheels 6 and 6 of the vehicle.
 エンジン1で発生する駆動力は、クラッチ2を介して変速機3に入力され、この変速機3およびデファレンシャル5を介して左右の前輪6,6に伝達される。また、モータ4で発生する正または負のトルクは、クラッチ2を切断している状態でも前輪6,6に伝達することが可能になっている。 The driving force generated in the engine 1 is input to the transmission 3 via the clutch 2 and is transmitted to the left and right front wheels 6 and 6 via the transmission 3 and the differential 5. The positive or negative torque generated by the motor 4 can be transmitted to the front wheels 6 and 6 even when the clutch 2 is disengaged.
 図示例では、前輪6,6が駆動輪となり、後輪7,7が従動輪となる。前記エンジン1やモータ4で発生する車両の駆動力は、エレクトロニックコントロールユニット(以下、ECUとする)100で制御される。このECU100が、請求項に記載の制御部に相当している。 In the illustrated example, the front wheels 6 and 6 are drive wheels, and the rear wheels 7 and 7 are driven wheels. The driving force of the vehicle generated by the engine 1 and the motor 4 is controlled by an electronic control unit (hereinafter referred to as ECU) 100. The ECU 100 corresponds to a control unit described in the claims.
 エンジン1の出力軸であるクランクシャフト1aは、クラッチ2のフライホイール21(図2参照)に連結されている。クランクシャフト1aの回転数(エンジン回転数Ne)はエンジン回転数センサ501によって検出される。 The crankshaft 1a that is the output shaft of the engine 1 is connected to the flywheel 21 (see FIG. 2) of the clutch 2. The rotational speed of the crankshaft 1a (engine rotational speed Ne) is detected by an engine rotational speed sensor 501.
 エンジン1に吸入される空気量は、電子制御式のスロットルバルブ11により調整される。この電子制御式のスロットルバルブ11は、運転者によるアクセルペダル13の操作に応答したスロットル開度とされる他、アクセルペダル13の操作とは独立してスロットル開度を任意に制御することが可能になっている。 The amount of air taken into the engine 1 is adjusted by an electronically controlled throttle valve 11. The electronically controlled throttle valve 11 has a throttle opening in response to the operation of the accelerator pedal 13 by the driver, and can arbitrarily control the throttle opening independently of the operation of the accelerator pedal 13. It has become.
 運転者によるアクセルペダル13の踏み込み量(アクセル開度)はアクセル開度センサ505で検出される。運転者によりアクセルオフ、つまりアクセルペダル13の踏み込み量がゼロにされると、アクセル開度センサ505の出力がゼロとなるが、その際、一般的にはエンジンストールを防止するために、スロットルバルブ11の開度を全閉とせずにアイドル開度とする。 The amount of depression of the accelerator pedal 13 by the driver (accelerator opening) is detected by an accelerator opening sensor 505. When the driver turns off the accelerator, that is, when the depression amount of the accelerator pedal 13 is made zero, the output of the accelerator opening sensor 505 becomes zero. In this case, generally, in order to prevent engine stall, a throttle valve The opening of 11 is set to the idle opening without being fully closed.
 このスロットルバルブ11はスロットルモータ12で作動され、スロットルモータ12はECU100により制御される。ECU100のスロットル制御動作としては、エンジン回転数センサ501で検出されるエンジン回転数Neやアクセル開度などのエンジン1の運転状態に応じた最適な吸入空気量(目標吸気量)が得られるスロットル開度(目標スロットル開度)とするように、スロットルモータ12を制御する。スロットルモータ12は、スロットル開度センサ502で検出される実スロットル開度を、目標スロットル開度に一致させるようにフィードバック制御される。エンジン1の水温(冷却水温)は水温センサ506で検出される。 The throttle valve 11 is operated by a throttle motor 12, and the throttle motor 12 is controlled by the ECU 100. As the throttle control operation of the ECU 100, the throttle opening that provides the optimum intake air amount (target intake air amount) according to the operating state of the engine 1, such as the engine speed Ne detected by the engine speed sensor 501 and the accelerator opening, is obtained. The throttle motor 12 is controlled so as to have a degree (target throttle opening). The throttle motor 12 is feedback controlled so that the actual throttle opening detected by the throttle opening sensor 502 matches the target throttle opening. The water temperature (cooling water temperature) of the engine 1 is detected by a water temperature sensor 506.
 クラッチ2は、公知の乾式単板の摩擦クラッチであり、図2に示すように、フライホイール21、クラッチディスク22、プレッシャープレート23と、ダイヤフラムスプリング24、クラッチカバー25などを備えている。このクラッチ2は、運転者によるクラッチペダル14の踏み込み操作に応答してECU100およびクラッチ操作装置26を通じて切断または継合されるようになっている。 The clutch 2 is a known dry single-plate friction clutch, and includes a flywheel 21, a clutch disk 22, a pressure plate 23, a diaphragm spring 24, a clutch cover 25, and the like, as shown in FIG. The clutch 2 is disconnected or engaged through the ECU 100 and the clutch operating device 26 in response to the depression operation of the clutch pedal 14 by the driver.
 クラッチペダル14の踏み込み操作状態は、クラッチアッパースイッチ510と、クラッチロアースイッチ511との出力に基づいてECU100が検知する。両スイッチ510,511は、共にノーマリーオフスイッチである。クラッチアッパースイッチ510は、クラッチペダル14がクラッチ2の切断開始位置から踏み込み停止位置までの範囲に位置するときにオンとなり、クラッチロアースイッチ511は、クラッチペダル14がクラッチ2の完全切断位置から踏み込み停止位置までの範囲に位置するときにオンとなる。 The depression operation state of the clutch pedal 14 is detected by the ECU 100 based on outputs from the clutch upper switch 510 and the clutch lower switch 511. Both switches 510 and 511 are normally-off switches. The clutch upper switch 510 is turned on when the clutch pedal 14 is located in the range from the disengagement start position of the clutch 2 to the depression stop position, and the clutch lower switch 511 is stopped when the clutch pedal 14 is depressed from the complete disengagement position of the clutch 2. Turns on when positioned within the range up to the position.
 そこで、ECU100は、クラッチアッパースイッチ510がオフでかつクラッチロアースイッチ511がオフである場合にクラッチペダル14が踏み込み操作されていない状態、また、クラッチアッパースイッチ510がオンでかつクラッチロアースイッチ511がオフである場合にクラッチペダル14が半クラッチ操作されている状態、さらにクラッチアッパースイッチ510がオンでかつクラッチロアースイッチ511がオンである場合にクラッチペダル14が完全切断操作されている状態であると、それぞれ判定する。 Therefore, the ECU 100 determines that the clutch pedal 14 is not depressed when the clutch upper switch 510 is off and the clutch lower switch 511 is off, or that the clutch upper switch 510 is on and the clutch lower switch 511 is off. If the clutch pedal 14 is half-clutch operated, and the clutch upper switch 510 is on and the clutch lower switch 511 is on, the clutch pedal 14 is fully disengaged. Judge each one.
 クラッチ操作装置26は、レリーズベアリング261、レリーズフォーク262、油圧式のクラッチアクチュエータ263などを備えている。クラッチアクチュエータ263は例えば直動シリンダとされる。油圧制御回路264は、クラッチアクチュエータ263に対する作動油圧の供給量を制御するもので、この作動油圧の供給量はECU100により制御される。なお、クラッチアクチュエータ263は、電動式のアクチュエータとすることも可能である。 The clutch operating device 26 includes a release bearing 261, a release fork 262, a hydraulic clutch actuator 263, and the like. The clutch actuator 263 is, for example, a direct acting cylinder. The hydraulic pressure control circuit 264 controls the supply amount of the hydraulic pressure to the clutch actuator 263, and the supply amount of the hydraulic pressure is controlled by the ECU 100. The clutch actuator 263 can be an electric actuator.
 このクラッチ操作装置26は、クラッチアクチュエータ263によりレリーズフォーク262を作動させてレリーズベアリング261を変速機3の入力軸31上で軸方向に移動させることにより、クラッチ2のプレッシャープレート23を軸方向に変位させて、当該プレッシャープレート23とフライホイール21とでクラッチディスク22を強く挟む状態(継合状態)または引き離す状態(切断状態)にしたり、クラッチディスク22を滑らせながら継合させる半継合状態(いわゆる半クラッチ)にしたりする。 The clutch operating device 26 displaces the pressure plate 23 of the clutch 2 in the axial direction by operating the release fork 262 by the clutch actuator 263 and moving the release bearing 261 in the axial direction on the input shaft 31 of the transmission 3. Then, the clutch disk 22 is strongly clamped between the pressure plate 23 and the flywheel 21 (engaged state) or separated (disconnected state), or the clutch disk 22 is slid while being slid. So-called half-clutch).
 クラッチ2が継合すると、エンジン1で発生する駆動力が変速機3に伝達される。この駆動力伝達に伴ってエンジン1からクラッチ2を介して変速機3に伝達されるトルクは、「クラッチトルク」と呼ばれる。このクラッチトルクは、クラッチ2が切断されるとほぼ「0」であり、クラッチ2が徐々に継合されてクラッチディスク22の滑りが減少するにつれて増大し、最終的にクラッチ2が完全に継合されると、クランクシャフト1aの回転トルクに一致する。 When the clutch 2 is engaged, the driving force generated by the engine 1 is transmitted to the transmission 3. The torque transmitted from the engine 1 to the transmission 3 via the clutch 2 in accordance with the transmission of the driving force is called “clutch torque”. This clutch torque is almost “0” when the clutch 2 is disengaged, and increases as the clutch 2 is gradually engaged and the slip of the clutch disk 22 decreases, and finally the clutch 2 is completely engaged. If it does, it will correspond with the rotational torque of the crankshaft 1a.
 このクラッチ2の実際の継合、切断状態は、クラッチストロークセンサ512の出力に基づいてECU100が認識する。クラッチストロークセンサ512は、クラッチアクチュエータ263のピストンロッド263aのストローク量に対応する電気信号を検出してECU100に入力する。 The actual engagement / disengagement state of the clutch 2 is recognized by the ECU 100 based on the output of the clutch stroke sensor 512. The clutch stroke sensor 512 detects an electric signal corresponding to the stroke amount of the piston rod 263a of the clutch actuator 263 and inputs it to the ECU 100.
 変速機3は、公知の常時噛み合い式の変速機であって、例えば前進6段、後進1段を選択可能に構成されている。この変速機3は、図3に示すように、主として、入力軸31、出力軸32、減速比の異なる6組の前進用ギヤ段331~336、1組の後進用ギヤ段337、3つのシンクロメッシュ機構34A,34B,34Cなどを備えている。 The transmission 3 is a known constant mesh transmission, and is configured to be able to select, for example, six forward speeds and one reverse speed. As shown in FIG. 3, the transmission 3 mainly includes an input shaft 31, an output shaft 32, six sets of forward gears 331 to 336 having different reduction ratios, one set of reverse gears 337, three synchros. Mesh mechanisms 34A, 34B, 34C, etc. are provided.
 入力軸31は、エンジン1のクランクシャフト1aにクラッチ2を介して連結される。出力軸32は、ファイナルドライブギヤ35を介してデファレンシャル5のリングギヤ(ファイナルドリブンギヤともいう)51に噛み合わされる。 The input shaft 31 is connected to the crankshaft 1a of the engine 1 through the clutch 2. The output shaft 32 is engaged with a ring gear (also referred to as a final driven gear) 51 of the differential 5 via a final drive gear 35.
 入力軸31の回転数Ni(クラッチ2の出力側回転数)は、入力軸回転数センサ503によって検出される。また、出力軸32の回転数は、出力軸回転数センサ504によって検出される。入力軸回転数センサ503及び出力軸回転数センサ504の出力信号から得られる回転数の比(出力回転数/入力回転数)に基づいて、変速機3の現在のギヤ段(実シフトポジション)を判定することができる。これら入力軸回転数センサ503及び出力軸回転数センサ504の出力信号はECU100に入力される。 The rotational speed Ni of the input shaft 31 (the output side rotational speed of the clutch 2) is detected by the input shaft rotational speed sensor 503. Further, the rotational speed of the output shaft 32 is detected by an output shaft rotational speed sensor 504. Based on the rotation speed ratio (output rotation speed / input rotation speed) obtained from the output signals of the input shaft rotation speed sensor 503 and the output shaft rotation speed sensor 504, the current gear stage (actual shift position) of the transmission 3 is determined. Can be determined. Output signals of the input shaft rotational speed sensor 503 and the output shaft rotational speed sensor 504 are input to the ECU 100.
 前進用ギヤ段331~336は、入力軸31側に外装されるドライブギヤ331a~336aと、出力軸32側に外装されるドリブンギヤ331b~336bとを組み合わせた構成とされている。ドライブギヤ331a~336aとドリブンギヤ331b~336bとは噛み合わされている。 The forward gear stages 331 to 336 are configured by combining drive gears 331a to 336a externally mounted on the input shaft 31 side and driven gears 331b to 336b externally mounted on the output shaft 32 side. The drive gears 331a to 336a and the driven gears 331b to 336b are meshed with each other.
 1速および2速のドライブギヤ331a,332aは、入力軸31に一体回転するように取り付けられているが、3速から6速のドライブギヤ333a~336aは、入力軸31に軸受(例えばケージアンドローラ)を介して相対回転可能に取り付けられている。 The first-speed and second-speed drive gears 331a and 332a are attached so as to rotate integrally with the input shaft 31, while the third to sixth-speed drive gears 333a to 336a are provided with bearings (for example, cage and cage) on the input shaft 31. It is attached so as to be capable of relative rotation via a roller.
 また、1速および2速のドリブンギヤ331b,332bは、出力軸32に軸受(例えばケージアンドローラ)を介して相対回転可能に取り付けられているが、3速から6速のドリブンギヤ333b~336bは出力軸32に一体回転するように取り付けられている。後進用ギヤ段337は、リバースドライブギヤ337a、リバースドリブンギヤ337b、リバースアイドラギヤ337cなどを備えている。 The 1st and 2nd speed driven gears 331b and 332b are attached to the output shaft 32 through bearings (for example, cage and rollers) so as to be relatively rotatable, but the 3rd to 6th speed driven gears 333b to 336b are output. The shaft 32 is attached so as to rotate integrally. The reverse gear stage 337 includes a reverse drive gear 337a, a reverse driven gear 337b, a reverse idler gear 337c, and the like.
 3つのシンクロメッシュ機構34A,34B,34Cは、それぞれ、1-2変速用シンクロメッシュ機構34A、3-4変速用シンクロメッシュ機構34B、5-6変速用シンクロメッシュ機構34Cであり、すべて共通の構成になっている。これらのシンクロメッシュ機構34A~34Cは、公知の構成であるので、図4を参照して簡単に説明する。この図4では、1-2変速用シンクロメッシュ機構34Aを代表として記載している。 The three synchromesh mechanisms 34A, 34B, and 34C are the 1-2 shift synchromesh mechanism 34A, the 3-4 shift synchromesh mechanism 34B, and the 5-6 shift synchromesh mechanism 34C, respectively. It has become. Since these synchromesh mechanisms 34A to 34C have a known configuration, they will be briefly described with reference to FIG. In FIG. 4, the 1-2 shift synchromesh mechanism 34A is shown as a representative.
 1-2変速用シンクロメッシュ機構34Aは、スリーブ341、2つのシンクロナイザリング342,343、シフティングキー344、クラッチハブ345などを備えている。 The 1-2 shift synchromesh mechanism 34A includes a sleeve 341, two synchronizer rings 342, 343, a shifting key 344, a clutch hub 345, and the like.
 クラッチハブ345は、変速機3の出力軸32にスプライン(図示省略)により嵌合されており、出力軸32と一体に回転する。スリーブ341は、その内周スプラインによりクラッチハブ345の外周に嵌合している(図示省略)。スリーブ341は、後述する作動機構36のシフトフォーク361によってシフト方向(X方向またはY方向)に移動される。 The clutch hub 345 is fitted to the output shaft 32 of the transmission 3 by a spline (not shown) and rotates integrally with the output shaft 32. The sleeve 341 is fitted to the outer periphery of the clutch hub 345 by its inner peripheral spline (not shown). The sleeve 341 is moved in the shift direction (X direction or Y direction) by a shift fork 361 of an operating mechanism 36 described later.
 第1シンクロナイザリング342は、スリーブ341によって例えばX方向に押圧されることにより、この第1シンクロナイザリング342のコーン面が、出力軸32上で入力軸31と同期した回転数で空転している前進用1速ギヤ段331のドリブンギヤ331bのコーン面に当接する。 When the first synchronizer ring 342 is pressed in the X direction by the sleeve 341, for example, the cone surface of the first synchronizer ring 342 is idling on the output shaft 32 at a rotational speed synchronized with the input shaft 31. It contacts the cone surface of the driven gear 331b of the first gear stage 331 for use.
 第2シンクロナイザリング343は、スリーブ341によって例えばY方向に押圧されることにより、この第2シンクロナイザリング343のコーン面が、出力軸32上で入力軸31と同期した回転数で空転している前進用2速ギヤ段332のドリブンギヤ332bのコーン面に当接する。両シンクロナイザリング342,343の外周には、スリーブ341の内周スプラインに噛み合う外周スプラインが形成されている。シフティングキー344は、スリーブ341の内周スプラインに嵌合されており、例えばX方向への移動初期において、第1シンクロナイザリング342の端面をX方向に押圧する。 When the second synchronizer ring 343 is pressed in the Y direction, for example, by the sleeve 341, the cone surface of the second synchronizer ring 343 is idled at a rotational speed synchronized with the input shaft 31 on the output shaft 32. It contacts the cone surface of the driven gear 332b of the second gear stage 332 for use. On the outer periphery of both the synchronizer rings 342 and 343, outer peripheral splines are formed that mesh with the inner peripheral splines of the sleeve 341. The shifting key 344 is fitted to the inner peripheral spline of the sleeve 341, and, for example, presses the end surface of the first synchronizer ring 342 in the X direction at the beginning of movement in the X direction.
 この1-2変速用シンクロメッシュ機構34Aの動作は公知であるが、スリーブ341が図4に示す位置にあるときは変速機3がニュートラル状態となり、スリーブ341を図4のX方向に移動させて、第1シンクロナイザリング342の回転同期作用によってスリーブ341の内周スプラインを前進用1速ギヤ段331のドリブンギヤ331bに噛合させると、入力軸31から前進用1速ギヤ段331を経て出力軸32に動力が伝達される状態になる。 The operation of the 1-2 shift synchromesh mechanism 34A is known, but when the sleeve 341 is in the position shown in FIG. 4, the transmission 3 is in the neutral state, and the sleeve 341 is moved in the X direction in FIG. When the inner peripheral spline of the sleeve 341 is engaged with the driven gear 331b of the forward first speed gear stage 331 by the rotational synchronization action of the first synchronizer ring 342, the input shaft 31 passes through the forward first speed gear stage 331 to the output shaft 32. Power is transmitted.
 この状態からスリーブ341を図4のY方向に移動させて、スリーブ341の内周スプラインを前進用1速ギヤ段331のドリブンギヤ331bから外して図4に示す位置に戻すと、前進用1速ギヤ段331が空転するニュートラル状態に戻される。 When the sleeve 341 is moved in the Y direction in FIG. 4 from this state and the inner peripheral spline of the sleeve 341 is removed from the driven gear 331b of the first forward gear stage 331 and returned to the position shown in FIG. The stage 331 is returned to the neutral state where it idles.
 このような変速機3の変速動作は、車両の運転席に設置されるシフトレバー15を運転者が手動操作することにより行われる。このシフトレバー15が操作されると、作動機構36を介して変速機3の各シンクロメッシュ機構34A~34Cが作動される。 Such a shift operation of the transmission 3 is performed by the driver manually operating the shift lever 15 installed in the driver's seat of the vehicle. When the shift lever 15 is operated, the synchromesh mechanisms 34A to 34C of the transmission 3 are operated via the operating mechanism 36.
 作動機構36は、シフトレバー15で選択されるシフトポジションに対応して変速機3のギヤ段を成立させるもので、図4および図5に示すように、3つのシフトフォーク361、3つのシフトフォークシャフト362、1つのセレクトロッド363、1つのシフトロッド364、セレクトアクチュエータ365、シフトアクチュエータ366などを備えている。 The actuating mechanism 36 establishes the gear stage of the transmission 3 corresponding to the shift position selected by the shift lever 15, and as shown in FIGS. 4 and 5, there are three shift forks 361, three shift forks. A shaft 362, one select rod 363, one shift rod 364, a select actuator 365, a shift actuator 366, and the like are provided.
 3つのシフトフォーク361は、3つのシンクロメッシュ機構34A~34Cにおける各スリーブ341の外周溝に個別に係合される。3つのシフトフォークシャフト362は、それぞれ隣り合わせに平行に配置される。 The three shift forks 361 are individually engaged with the outer peripheral grooves of the sleeves 341 in the three synchromesh mechanisms 34A to 34C. The three shift fork shafts 362 are arranged next to each other in parallel.
 セレクトロッド363は、3つのシフトフォークシャフト362の自由端側において前記各シフトフォークシャフト362の長手方向に対して直交する方向に横切るように配置されており、前記各シャフト362のいずれか1つのヘッド367に選択的に動力伝達可能となるように係合される。このセレクトロッド363は、セレクトアクチュエータ365のピストンロッドに連結されていて、セレクトアクチュエータ365によりセレクトロッド363が長手方向(セレクト方向)に沿って押し引きされる。なお、セレクトアクチュエータ365やシフトアクチュエータ366は、油圧式や電動式のいずれであってもよい。 The select rod 363 is disposed on the free end side of the three shift fork shafts 362 so as to cross in a direction perpendicular to the longitudinal direction of the shift fork shafts 362, and any one head of the shafts 362 is disposed. 367 is engaged so that power can be transmitted selectively. The select rod 363 is coupled to the piston rod of the select actuator 365, and the select actuator 365 pushes and pulls the select rod 363 along the longitudinal direction (select direction). Note that the select actuator 365 and the shift actuator 366 may be either hydraulic or electric.
 シフトロッド364は、セレクトロッド363の長手方向に対して直交する方向に横切るように配置された状態でセレクトロッド363に係合されている。このシフトロッド364は、シフトアクチュエータ366のピストンロッドに連結されていて、シフトアクチュエータ366によりシフトロッド364が長手方向に押し引きされると、セレクトロッド363がその長手方向に対して直交する方向(シフト方向)に移動されるようになる。 The shift rod 364 is engaged with the select rod 363 in a state of being arranged so as to cross in a direction orthogonal to the longitudinal direction of the select rod 363. The shift rod 364 is connected to the piston rod of the shift actuator 366. When the shift rod 364 is pushed and pulled in the longitudinal direction by the shift actuator 366, the select rod 363 is perpendicular to the longitudinal direction (shifted). Direction).
 シフトレバー15は、図6に示すようなシフトゲート16に沿って動かされるようになっている。このシフトゲート16は、1-2速ゲート161、3-4速ゲート162、5-6速ゲート163、後進ゲート164、ニュートラルゲート165などを備えている。 The shift lever 15 is moved along a shift gate 16 as shown in FIG. The shift gate 16 includes a 1-2 speed gate 161, a 3-4 speed gate 162, a 5-6 speed gate 163, a reverse gate 164, a neutral gate 165, and the like.
 1-2速ゲート161、3-4速ゲート162、5-6速ゲート163ならびに後進ゲート164は、車両の前後方向に沿って形成されており、当該各ゲート161-164に沿ってシフトレバー15を動かす行為がシフト操作とされる。 The 1-2 speed gate 161, the 3-4 speed gate 162, the 5-6 speed gate 163, and the reverse gate 164 are formed along the front-rear direction of the vehicle, and the shift lever 15 is formed along the respective gates 161-164. The act of moving is regarded as a shift operation.
 ニュートラルゲート165は、車両左右方向に沿って形成されており、このニュートラルゲート165に沿ってシフトレバー15を動かす行為がセレクト操作とされる。1-2速ゲート161において、前端が1速ポジションとなり、後端が2速ポジションとなる。3-4速ゲート162において、前端が3速ポジションとなり、後端が4速ポジションとなる。5-6速ゲート163において、前端が5速ポジションとなり、後端が6速ポジションとなる。 The neutral gate 165 is formed along the left-right direction of the vehicle, and the act of moving the shift lever 15 along the neutral gate 165 is selected. In the 1-2 speed gate 161, the front end is the first speed position and the rear end is the second speed position. In the 3-4 speed gate 162, the front end is in the 3rd speed position and the rear end is in the 4th speed position. In the 5-6 speed gate 163, the front end is in the 5th speed position and the rear end is in the 6th speed position.
 そして、シフトレバー15がセレクト操作されると、セレクトロッド363が要求に応じた1つのシフトフォークシャフト362に動力伝達可能に係合される。続いて、シフトレバー15がシフト操作されると、シフトロッド364が突出方向または後退方向に移動されることになってセレクトロッド363を介してシフトフォークシャフト362がその長手方向にスライドされるようになるので、このシフトフォークシャフト362と一体に連結されるシフトフォーク361で3つのシンクロメッシュ機構34A~34Cのいずれか1つのスリーブ341が図3および図4のX-Y方向にスライドされることになる。これにより、シフトレバー15で選択される要求シフトポジションに対応する変速機3のギヤ段(実シフトポジション)が成立されることになる。 When the shift lever 15 is selected, the select rod 363 is engaged with one shift fork shaft 362 according to the request so that power can be transmitted. Subsequently, when the shift lever 15 is shifted, the shift rod 364 is moved in the protruding direction or the backward direction so that the shift fork shaft 362 is slid in the longitudinal direction via the select rod 363. Therefore, any one sleeve 341 of the three synchromesh mechanisms 34A to 34C is slid in the XY directions of FIGS. 3 and 4 by the shift fork 361 integrally connected to the shift fork shaft 362. Become. As a result, the gear stage (actual shift position) of the transmission 3 corresponding to the required shift position selected by the shift lever 15 is established.
 なお、セレクトロッド363の移動量(セレクトストローク)はセレクトストロークセンサ508によって検出され、シフトロッド364の移動量(シフトストローク)はシフトストロークセンサ509によって検出される。両センサ508,509の各出力信号がECU100に入力されると、ECU100は、前記入力に基づいてシフトレバー15で選択される要求シフトポジション(要求ギヤ段)を認識することができる。そして、ECU100は、シフトレバー15で要求されるシフトポジションを認識すると、この要求シフトポジションに応じた変速機3のギヤ段を成立させるように、セレクトアクチュエータ365やシフトアクチュエータ366を制御することにより、セレクトロッド363やシフトロッド364を作動させる。 Note that the movement amount (select stroke) of the select rod 363 is detected by the select stroke sensor 508, and the movement amount (shift stroke) of the shift rod 364 is detected by the shift stroke sensor 509. When the output signals of both sensors 508 and 509 are input to the ECU 100, the ECU 100 can recognize the required shift position (requested gear stage) selected by the shift lever 15 based on the input. When the ECU 100 recognizes the shift position required by the shift lever 15, the ECU 100 controls the select actuator 365 and the shift actuator 366 to establish the gear stage of the transmission 3 according to the required shift position. The select rod 363 and the shift rod 364 are operated.
 モータ4は、図1に示すように、変速機3の入力軸31に設置されている。このモータ4は、図示していないが、ロータと、ステータとを備えている。このロータは、変速機3の入力軸31の外周に一体的に固定され、また、前記ステータは、前記ロータの外径側に非接触で対向する状態で変速機3のハウジング内に一体的に固定される。これにより、モータ4の出力トルクは、変速機3の入力軸31に入力されるので、モータ4は、クラッチ2を介さずに前輪6,6に正のトルクまたは負のトルク(回転抵抗)を入力することが可能になっている。 The motor 4 is installed on the input shaft 31 of the transmission 3 as shown in FIG. Although not shown, the motor 4 includes a rotor and a stator. The rotor is integrally fixed to the outer periphery of the input shaft 31 of the transmission 3, and the stator is integrally formed in the housing of the transmission 3 so as to face the outer diameter side of the rotor in a non-contact manner. Fixed. As a result, the output torque of the motor 4 is input to the input shaft 31 of the transmission 3, so that the motor 4 applies positive torque or negative torque (rotational resistance) to the front wheels 6 and 6 without passing through the clutch 2. It is possible to input.
 このモータ4の出力トルクは、モータ駆動回路41およびECU100でもって制御され、このモータ4の出力トルクが変速機3の入力軸31に入力される。例えばクラッチ2を切断している状態であっても、モータ4で正トルクを発生させると、前輪6,6に正の駆動力を入力することが可能になり、また、モータ4で負トルクを発生させると、前輪6,6に負のトルク(回転抵抗)を入力することが可能になる。 The output torque of the motor 4 is controlled by the motor drive circuit 41 and the ECU 100, and the output torque of the motor 4 is input to the input shaft 31 of the transmission 3. For example, even when the clutch 2 is disengaged, if a positive torque is generated by the motor 4, it becomes possible to input a positive driving force to the front wheels 6, 6. When generated, negative torque (rotational resistance) can be input to the front wheels 6 and 6.
 デファレンシャル5は、図においてツーピニオンタイプを例示しているが、そのタイプは特に限定されない。 The differential 5 exemplifies a two-pinion type in the figure, but the type is not particularly limited.
 ECU100は、下記する各種センサやスイッチなどからの出力信号に基づいて、エンジン1やモータ4により発生する走行用の駆動力を統合的に制御する。 ECU100 controls the driving force for driving | running | working which the engine 1 and the motor 4 generate | occur | produce based on the output signal from various sensors, a switch, etc. which are mentioned below.
 このECU100は、図7に符号を省略して示すように、CPU(中央処理装置)、ROM(プログラムメモリ)、RAM(データメモリ)、ならびにバックアップRAM(不揮発性メモリ)などを備える公知の構成とされる。ROMは、各種制御プログラムや、それら各種制御プログラムを実行する際に参照されるマップなどが記憶されている。CPUは、ROMに記憶された各種制御プログラムやマップに基づいて演算処理を実行する。また、RAMは、CPUでの演算結果や各センサから入力されたデータ等を一時的に記憶するメモリであり、バックアップRAMは、エンジン1の停止時にその保存すべきデータなどを記憶する不揮発性のメモリである。 The ECU 100 has a known configuration including a CPU (central processing unit), a ROM (program memory), a RAM (data memory), a backup RAM (nonvolatile memory), and the like, as shown in FIG. Is done. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a nonvolatile memory that stores data to be saved when the engine 1 is stopped. It is memory.
 ECU100の入力インターフェース105には、エンジン回転数センサ501、スロットル開度センサ502、入力軸回転数センサ503、出力軸回転数センサ504、アクセル開度センサ505、エンジン1の水温センサ506、ブレーキペダルセンサ507、セレクトストロークセンサ508、シフトストロークセンサ509、クラッチアッパースイッチ510、クラッチロアースイッチ511、クラッチストロークセンサ512などが接続されており、これらの各センサやスイッチからの信号がECU100に入力される。 The input interface 105 of the ECU 100 includes an engine speed sensor 501, a throttle opening sensor 502, an input shaft speed sensor 503, an output shaft speed sensor 504, an accelerator position sensor 505, an engine 1 water temperature sensor 506, and a brake pedal sensor. 507, a select stroke sensor 508, a shift stroke sensor 509, a clutch upper switch 510, a clutch lower switch 511, a clutch stroke sensor 512, and the like are connected, and signals from these sensors and switches are input to the ECU 100.
 なお、ECU100は、出力軸回転数センサ504の出力信号に基づいて車速を算出する。 The ECU 100 calculates the vehicle speed based on the output signal of the output shaft rotation speed sensor 504.
 ECU100の出力インターフェース106には、スロットルモータ12、燃料噴射装置16、点火装置17ならびに油圧制御回路264などが接続されている。ここでの入出力インターフェース105,106に対する接続対象としては、本発明の特徴に関連するもののみとし、本発明の特徴に直接的に関連しない要素についての記載や説明は割愛している。 The output interface 106 of the ECU 100 is connected to the throttle motor 12, the fuel injection device 16, the ignition device 17, the hydraulic control circuit 264, and the like. Here, the connection targets for the input / output interfaces 105 and 106 are only those related to the characteristics of the present invention, and descriptions and explanations of elements not directly related to the characteristics of the present invention are omitted.
 次に、図8および図9を参照して、この実施形態における車両の駆動制御動作を説明する。 Next, with reference to FIG. 8 and FIG. 9, the drive control operation of the vehicle in this embodiment will be described.
 この実施形態では、アクセルオフに伴う車速の減速中にシフトチェンジ(シフトダウンまたはシフトアップ)する過程において、車速の減速度(減速勾配)を変化させないように工夫している。 This embodiment is devised so that the deceleration (deceleration gradient) of the vehicle speed is not changed in the process of shift change (shift down or shift up) during deceleration of the vehicle speed due to accelerator off.
 まず、図8を参照して、車速の減速中にシフトダウンするときの動作を説明する。 First, referring to FIG. 8, the operation when shifting down while the vehicle speed is decelerated will be described.
 ここでは、車両走行中にアクセルオフされることでエンジン1が被駆動状態になって車速が減速している際に、図8(b)に示すように時刻t1から時刻t2にかけてクラッチ2が切断され、図8(c)に示すように時刻t3から時刻t4にかけて変速機3のギヤ段が例えば2速から1速に変更され、図8(b)に示すように時刻t5から時刻t6にかけてクラッチ2が継合される状況とする。 Here, when the accelerator 1 is turned off while the vehicle is running and the engine 1 is driven to reduce the vehicle speed, the clutch 2 is disengaged from time t1 to time t2 as shown in FIG. 8B. As shown in FIG. 8C, the gear stage of the transmission 3 is changed from, for example, the second speed to the first speed from time t3 to time t4, and the clutch is changed from time t5 to time t6 as shown in FIG. 8B. It is assumed that 2 is joined.
 この時刻t1から時刻t6においてシフトダウンしない場合には、図8(a)の一点鎖線で示すように車速の減速度は略一定に保たれる。 If the vehicle does not shift down from time t1 to time t6, the deceleration of the vehicle speed is kept substantially constant as shown by the one-dot chain line in FIG.
 しかし、前記シフトダウン過程において下記する本発明のモータ制御を適用しない場合(この場合を比較例とする)では、図8(a)の実線で示すように、シフトダウンに伴う各動作に応じて車速の減速度が変化することになるので、運転者に対して減速感の違和感を与えることになる。以下で具体的に説明する。 However, in the case where the motor control of the present invention described below is not applied in the downshifting process (this case is used as a comparative example), as shown by the solid line in FIG. Since the deceleration of the vehicle speed changes, the driver feels uncomfortable with a feeling of deceleration. This will be specifically described below.
 (1-1)時刻t1でクラッチ2の切断を開始してから時刻t2で切断が完了することによって、被駆動状態であるエンジン1を変速機3から切り離すと、エンジン1のフリクションなどによるエンジン1側の引き摺りトルク(エンジン1からクラッチ2の入力側の部材までのイナーシャトルク)が解放されるので、駆動輪である前輪6,6への出力トルクが増大する。これにより、クラッチ2の切断開始時刻t1からシフトダウンの開始時刻t3までの過程において、図8(a)の実線で示すように車速の減速度が小さくなり、車両の飛び出し感が発生する。 (1-1) When the disengaged engine 1 is separated from the transmission 3 by starting disengagement of the clutch 2 at time t1 and then disengaging at time t2, the engine 1 due to friction of the engine 1 or the like Since the side drag torque (the inertia torque from the engine 1 to the input side member of the clutch 2) is released, the output torque to the front wheels 6 and 6 that are drive wheels increases. Thereby, in the process from the disengagement start time t1 of the clutch 2 to the start time t3 of the shift down, as shown by the solid line in FIG. 8A, the deceleration of the vehicle speed is reduced, and a feeling of popping out of the vehicle occurs.
 (1-2)時刻t3で2速から1速への変更を開始して時刻t4で変更完了するまでの過程では、ギヤ段変更前に対して変速機3のギヤイナーシャが増大するので、図8(a)の実線で示すように車速の減速度が大きくなり、車両の引き込み感が発生する。 (1-2) In the process from the start of the change from the 2nd speed to the 1st speed at time t3 until the change is completed at time t4, the gear inertia of the transmission 3 increases compared to before the gear stage change. As indicated by the solid line in FIG. 8 (a), the deceleration of the vehicle speed increases and a feeling of pulling in the vehicle occurs.
 (1-3)クラッチ2の継合を開始する時刻t5では、図8(f)に示すようにエンジン回転数Neが変速機3の入力軸回転数Niより低く(Ne<Ni)かつエンジン回転数Neと入力軸回転数Niとの差回転(|Ne-Ni|)が大きいので、時刻t5から時刻t6にかけてクラッチ2が継合されていくに従ってエンジン1側の引き摺りトルク(エンジン1からクラッチ2の入力側の部材までのイナーシャトルク)によって前輪6,6への出力トルクが減少するために、図8(a)の実線で示すように車速の減速度が大きくなり、車両の引き込み感が発生する。 (1-3) At time t5 when clutch 2 engagement is started, as shown in FIG. 8 (f), the engine speed Ne is lower than the input shaft speed Ni of the transmission 3 (Ne <Ni) and the engine speed Since the differential rotation (| Ne−Ni |) between the number Ne and the input shaft rotational speed Ni is large, as the clutch 2 is engaged from time t5 to time t6, drag torque (from the engine 1 to the clutch 2) is increased. The output torque to the front wheels 6 and 6 is reduced by the inertia torque up to the input side member of the vehicle, so that the deceleration of the vehicle speed increases as shown by the solid line in FIG. To do.
 そこで、本発明の実施形態では、前記シフトダウン過程において当該シフトダウン前における車速の減速度(減速勾配)を維持するようにモータ4を制御するようにしている。 Therefore, in the embodiment of the present invention, the motor 4 is controlled so as to maintain the deceleration (deceleration gradient) of the vehicle speed before the downshift in the downshift process.
 (2-1)クラッチ2の切断開始時刻t1からシフトダウンの開始時刻t3までの過程では、前記(1-1)で説明したようにエンジン1の引き摺りトルクが減少することに伴い図8(d)の二点鎖線201で示すように車速の減速度が小さくなるので、前記エンジン1の引き摺りトルクの減少分を相殺するように、モータ4でもって図8(e)に示すような負トルク301を発生させて変速機3の入力軸31に入力する。これにより、エンジン1の引き摺りトルクの減少を抑制または防止できるので、図8(d)の実線で示すように車速の減速度を略一定に保つことができる。したがって、車両の飛び出し感を与える可能性が低下する。なお、モータ4は、時刻t1の直前までは非駆動状態で空転しているものとする。 (2-1) In the process from the clutch 2 disengagement start time t1 to the shift down start time t3, as described in (1-1) above, the drag torque of the engine 1 is reduced, as shown in FIG. )), The deceleration of the vehicle speed becomes small. Therefore, the negative torque 301 as shown in FIG. 8 (e) is used by the motor 4 so as to cancel out the decrease in the drag torque of the engine 1. Is input to the input shaft 31 of the transmission 3. As a result, a decrease in drag torque of the engine 1 can be suppressed or prevented, so that the deceleration of the vehicle speed can be kept substantially constant as shown by the solid line in FIG. Therefore, the possibility of giving a feeling of jumping out of the vehicle is reduced. It is assumed that the motor 4 is idling in a non-driven state until just before time t1.
 (2-2)2速から1速への変更開始時刻t3から変更完了時刻t4までの過程では、前記(1-2)で説明したように変速機3のギヤイナーシャが増大することに伴い図8(d)の二点鎖線202で示すように車速の減速度が大きくなるので、前記ギヤイナーシャの増大分を相殺するように、モータ4でもって図8(e)に示すような正トルク302を発生させて変速機3の入力軸31に入力する。これにより、図8(d)の実線で示すように車速の減速度を略一定に保つことができるので、運転者に車両の引き込み感を与える可能性が低下する。このギヤ段変更過程では、変速機3の1-2速シンクロメッシュ機構34Aの同期作用により変速機3の入力軸回転数Niが、図8(f)に示すように1速の同期回転数に向けて上昇する。 (2-2) In the process from the change start time t3 to the change completion time t4 from the 2nd speed to the 1st speed, as the gear inertia of the transmission 3 increases as described in the above (1-2), Since the deceleration of the vehicle speed increases as shown by a two-dot chain line 202 in FIG. 8 (d), a positive torque 302 as shown in FIG. Is input to the input shaft 31 of the transmission 3. As a result, the deceleration of the vehicle speed can be kept substantially constant as shown by the solid line in FIG. In this gear stage changing process, the input shaft rotational speed Ni of the transmission 3 is changed to the synchronous speed of the first speed as shown in FIG. Ascend towards.
 ここで、前記した変速機3のギヤイナーシャの増大分を相殺するために必要なモータ4の出力トルクTは、次式で推定(算出)することができる。この推定時期は、運転者がシフトレバー15でシフトポジションを変更操作した時期とされる。このシフトポジションの変更時期つまり変更要求時期は、セレクトストロークセンサ508およびシフトストロークセンサ509からの各出力信号に基づいてECU100により認識することができる。 Here, the output torque T of the motor 4 necessary for canceling the increase in the gear inertia of the transmission 3 can be estimated (calculated) by the following equation. This estimated time is the time when the driver has changed the shift position with the shift lever 15. The shift position change time, that is, the change request time, can be recognized by the ECU 100 based on output signals from the select stroke sensor 508 and the shift stroke sensor 509.
 T=〔(a-b)/t〕・c
 上記式において、aはギヤ段変更前の変速機3の入力軸回転数Ni、bはギヤ段変更後の変速機3の入力軸回転数Ni、tはギヤ段変更に要する時間、cは目標ギヤ段のイナーシャである。なお、イナーシャcは、予めECU100に固定値として記憶される。ギヤ段変更に要する時間tは、予め規定される経験値(ギヤ段変更毎の作動時間の平均値にマージンを加えた値)とされる。
T = [(a−b) / t] · c
In the above equation, a is the input shaft rotational speed Ni of the transmission 3 before the gear stage change, b is the input shaft rotational speed Ni of the transmission 3 after the gear stage change, t is the time required for the gear stage change, and c is the target Gear stage inertia. The inertia c is stored in advance in the ECU 100 as a fixed value. The time t required for the gear stage change is a predetermined experience value (a value obtained by adding a margin to the average value of the operation time for each gear stage change).
 (2-3)クラッチ2の継合開始時刻t5からクラッチ2の完全継合時刻t6までの過程では、前記(1-3)で説明したように前輪6,6への出力トルクが減少することに伴い図8(d)の二点鎖線203で示すように車速の減速度が大きくなるので、前記出力トルクの減少分を相殺するように、モータ4でもって図8(e)に示すような正トルク303を発生させて変速機3の入力軸31に入力する。この入力トルクによって前輪6,6への出力トルクの減少を抑制または防止できるようになるので、図8(d)の実線で示すように車速の減速度を略一定に保つことができる。したがって、運転者に車両の引き込み感を与える可能性が低下する。なお、クラッチ2が完全に継合する時刻t6で、図8(f)に示すようにエンジン回転数Neが入力軸回転数Niと同期する。 (2-3) In the process from the engagement start time t5 of the clutch 2 to the complete engagement time t6 of the clutch 2, the output torque to the front wheels 6 and 6 decreases as described in (1-3) above. As a result, the deceleration of the vehicle speed increases as shown by a two-dot chain line 203 in FIG. 8D. Therefore, as shown in FIG. 8E by the motor 4 so as to cancel out the decrease in the output torque. A positive torque 303 is generated and input to the input shaft 31 of the transmission 3. Since this input torque can suppress or prevent a decrease in output torque to the front wheels 6 and 6, the vehicle speed deceleration can be kept substantially constant as shown by the solid line in FIG. Therefore, the possibility of giving the driver a feeling of pulling in the vehicle is reduced. At time t6 when the clutch 2 is completely engaged, the engine speed Ne is synchronized with the input shaft speed Ni as shown in FIG. 8 (f).
 ここで、前記した出力トルクの減少分を相殺するために必要なモータ4の出力トルクTは、次式で推定(算出)することができる。この推定時期は、クラッチ2の継合開始前とされる。このクラッチ2の継合開始前とは、例えば時刻t4からt5の間とされる。 Here, the output torque T of the motor 4 necessary to cancel out the decrease in the output torque described above can be estimated (calculated) by the following equation. This estimated time is before the start of clutch 2 engagement. The time before the start of engagement of the clutch 2 is, for example, between time t4 and t5.
 T=〔(|Ne-Ni|)/t〕・I
 上記式において、tはクラッチ2を切断状態から完全に継合するのに要するストローク時間、Iはエンジン1からクラッチ2の入力側の部材(フライホイール21、プレッシャープレート23、ダイヤフラムスプリング24、クラッチカバー25など)までのイナーシャである。なお、イナーシャIは、予めECU100に固定値として記憶される。前記ストローク時間tは、予め規定される経験値(クラッチ継合に要する時間の平均値にマージンを加えた値)とされる。
T = [(| Ne-Ni |) / t] · I
In the above formula, t is a stroke time required for completely engaging the clutch 2 from the disengaged state, I is a member on the input side of the clutch 2 from the engine 1 (flywheel 21, pressure plate 23, diaphragm spring 24, clutch cover) 25). The inertia I is stored in advance in the ECU 100 as a fixed value. The stroke time t is a predetermined experience value (a value obtained by adding a margin to an average value of time required for clutch engagement).
 次に、図9を参照して、車速の減速中にシフトアップするときの動作を説明する。 Next, with reference to FIG. 9, the operation when shifting up during deceleration of the vehicle speed will be described.
 ここでは、車両走行中にアクセルオフされることでエンジン1が被駆動状態になって車速が減速している際に、図9(b)に示すように時刻t11から時刻t12にかけてクラッチ2が切断され、図9(c)に示すように時刻t13から時刻t14にかけて変速機3のギヤ段が例えば2速から3速に変更され、図9(b)に示すように時刻t15から時刻t16にかけてクラッチ2が継合される状況とする。 Here, the clutch 2 is disengaged from time t11 to time t12 as shown in FIG. 9 (b) when the accelerator 1 is turned off while the vehicle is running and the engine 1 is driven to reduce the vehicle speed. As shown in FIG. 9C, the gear stage of the transmission 3 is changed from, for example, the second speed to the third speed from time t13 to time t14, and the clutch is changed from time t15 to time t16 as shown in FIG. 9B. It is assumed that 2 is joined.
 この時刻t11から時刻t16においてシフトアップしない場合には、図9(a)の一点鎖線で示すように車速の減速度は略一定に保たれる。 If the vehicle does not shift up from time t11 to time t16, the deceleration of the vehicle speed is kept substantially constant as shown by the one-dot chain line in FIG. 9 (a).
 しかし、前記シフトアップ過程において下記する本発明のモータ制御を適用しない場合(この場合を比較例とする)では、図9(a)の実線で示すように、シフトアップに伴う各動作に応じて車速の減速度が変化することになるので、運転者に対して減速感の違和感を与えることになる。以下で具体的に説明する。 However, in the case where the motor control of the present invention described below is not applied in the upshifting process (this case is used as a comparative example), as shown by the solid line in FIG. Since the deceleration of the vehicle speed changes, the driver feels uncomfortable with a feeling of deceleration. This will be specifically described below.
 (3-1)時刻t11でクラッチ2の切断を開始してから時刻t12で切断が完了することによって、被駆動状態であるエンジン1を変速機3から切り離すと、エンジン1のフリクションなどによるエンジン1側の引き摺りトルク(エンジン1からクラッチ2の入力側の部材までのイナーシャトルク)が解放されるので、駆動輪である前輪6,6への出力トルクが増大する。これにより、クラッチ2の切断開始時刻t11からシフトアップの開始時刻t13までの過程において、図9(a)の実線で示すように車速の減速度が小さくなり、車両の飛び出し感が発生する。 (3-1) When the disengaged engine 1 is disconnected from the transmission 3 by starting the disengagement of the clutch 2 at the time t11 and completing the disengagement at the time t12, the engine 1 caused by friction of the engine 1 or the like Since the side drag torque (the inertia torque from the engine 1 to the input side member of the clutch 2) is released, the output torque to the front wheels 6 and 6 that are drive wheels increases. As a result, in the process from the disengagement start time t11 of the clutch 2 to the start time t13 of the upshift, as shown by a solid line in FIG.
 (3-2)時刻t13で2速から3速への変更を開始して時刻t14で変更完了するまでの過程では、ギヤ段変更前に対して変速機3のギヤイナーシャが減少するので、図9(a)の実線で示すように車速の減速度が小さくなり、車両の飛び出し感が発生する。 (3-2) In the process from the start of the change from the 2nd speed to the 3rd speed at time t13 until the change is completed at time t14, the gear inertia of the transmission 3 decreases compared to before the gear stage change. As indicated by the solid line 9 (a), the deceleration of the vehicle speed is reduced, and a feeling of popping out of the vehicle occurs.
 (3-3)クラッチ2の継合を開始する時刻t15では、図9(f)に示すようにエンジン回転数Neが変速機3の入力軸回転数Niより高い(Ne>Ni)ので、時刻t15から時刻t16にかけてクラッチ2が継合されていくに従ってエンジン1で発生するトルクが変速機3に伝達されることになる。これにより、駆動輪である前輪6,6への出力トルクが増大するので、図9(a)の実線で示すように車速の減速度が小さくなり、車両の飛び出し感が発生する。 (3-3) At the time t15 when the clutch 2 is engaged, the engine speed Ne is higher than the input shaft speed Ni of the transmission 3 (Ne> Ni) as shown in FIG. The torque generated in the engine 1 is transmitted to the transmission 3 as the clutch 2 is engaged from time t15 to time t16. As a result, the output torque to the front wheels 6 and 6 as drive wheels increases, so that the deceleration of the vehicle speed decreases as shown by the solid line in FIG. 9A, and a feeling of popping out of the vehicle occurs.
 そこで、本発明の実施形態では、前記シフトアップ過程において当該シフトアップ前における車速の減速度(減速勾配)を維持するようにモータ4を制御するようにしている。 Therefore, in the embodiment of the present invention, the motor 4 is controlled so as to maintain the deceleration (deceleration gradient) of the vehicle speed before the upshifting in the upshifting process.
 (4-1)クラッチ2の切断開始時刻t11からシフトアップの開始時刻t13までの過程では、前記(3-1)で説明したようにエンジン1の引き摺りトルクが減少することに伴い図9(d)の二点鎖線211で示すように車速の減速度が小さくなるので、前記エンジン1の引き摺りトルクの減少分を相殺するように、モータ4でもって図9(e)に示すような負トルク311を発生させて変速機3の入力軸31に入力する。これにより、エンジン1の引き摺りトルクの減少を抑制または防止できるので、図9(d)の実線で示すように車速の減速度を略一定に保つことができる。したがって、車両の飛び出し感を与える可能性が低下する。なお、モータ4は、時刻t11の直前までは非駆動状態で空転しているものとする。 (4-1) In the process from the clutch 2 disengagement start time t11 to the shift-up start time t13, as described in (3-1) above, the drag torque of the engine 1 is reduced, as shown in FIG. )), The deceleration of the vehicle speed is small, so that the negative torque 311 as shown in FIG. 9 (e) is canceled by the motor 4 so as to cancel out the decrease of the drag torque of the engine 1. Is input to the input shaft 31 of the transmission 3. As a result, the decrease in drag torque of the engine 1 can be suppressed or prevented, so that the deceleration of the vehicle speed can be kept substantially constant as shown by the solid line in FIG. Therefore, the possibility of giving a feeling of jumping out of the vehicle is reduced. It is assumed that the motor 4 is idling in a non-driven state until just before time t11.
 (4-2)2速から3速への変更開始時刻t13から変更完了時刻t14までの過程では、前記(3-2)で説明したように変速機3のギヤイナーシャが減少することに伴い図9(d)の二点鎖線212で示すように車速の減速度が小さくなるので、前記ギヤイナーシャの減少分を相殺するように、モータ4でもって図9(e)に示すような負トルク312を発生させて変速機3の入力軸31に入力する。これにより、図9(d)の実線で示すように車速の減速度を略一定に保つことができるので、運転者に車両の飛び出し感を与える可能性が低下する。このギヤ段変更過程では、変速機3の3-4速用シンクロメッシュ機構34Bの同期作用により変速機3の入力軸回転数Niが、図9(f)に示すように3速の同期回転数に向けて下降する。 (4-2) In the process from the change start time t13 to the change completion time t14 from the second speed to the third speed, as the gear inertia of the transmission 3 decreases as described in the above (3-2), FIG. Since the deceleration of the vehicle speed is small as indicated by a two-dot chain line 212 in FIG. 9 (d), the negative torque 312 as shown in FIG. Is input to the input shaft 31 of the transmission 3. As a result, the deceleration of the vehicle speed can be kept substantially constant as shown by the solid line in FIG. 9D, so that the possibility of giving the driver a feeling of jumping out of the vehicle is reduced. In this gear stage changing process, the input shaft rotational speed Ni of the transmission 3 is changed to the synchronous speed of the third speed as shown in FIG. 9 (f) by the synchronous action of the 3-4 speed synchromesh mechanism 34B of the transmission 3. Descent towards
 ここで、前記した変速機3のギヤイナーシャの減少分を相殺するために必要なモータ4の出力トルクTは、次式で推定(算出)することができる。この推定時期は、運転者がシフトレバー15でシフトポジションを変更操作した時期とされる。このシフトポジションの変更時期つまり変更要求時期は、セレクトストロークセンサ508およびシフトストロークセンサ509からの各出力信号に基づいてECU100により認識することができる。 Here, the output torque T of the motor 4 necessary for canceling the reduction of the gear inertia of the transmission 3 can be estimated (calculated) by the following equation. This estimated time is the time when the driver has changed the shift position with the shift lever 15. The shift position change time, that is, the change request time, can be recognized by the ECU 100 based on output signals from the select stroke sensor 508 and the shift stroke sensor 509.
 T=〔(a-b)/t〕・c
 上記式において、aはギヤ段変更前の変速機3の入力軸回転数Ni、bはギヤ段変更後の変速機3の入力軸回転数Ni、tはギヤ段変更に要する時間、cは目標ギヤ段のイナーシャである。なお、イナーシャcは、予めECU100に固定値として記憶される。ギヤ段変更に要する時間tは、予め規定される経験値(ギヤ段変更毎の作動時間の平均値にマージンを加えた値)とされる。
T = [(a−b) / t] · c
In the above equation, a is the input shaft rotational speed Ni of the transmission 3 before the gear stage change, b is the input shaft rotational speed Ni of the transmission 3 after the gear stage change, t is the time required for the gear stage change, and c is the target Gear stage inertia. The inertia c is stored in advance in the ECU 100 as a fixed value. The time t required for the gear stage change is a predetermined experience value (a value obtained by adding a margin to the average value of the operation time for each gear stage change).
 (4-3)クラッチ2の継合開始時刻t15からクラッチ2の完全継合時刻t16までの過程では、前記(3-3)で説明したように前輪6,6への出力トルクが増大することに伴い図9(d)の二点鎖線213で示すように車速の減速度が小さくなるので、前記出力トルクの増大分を相殺するように、モータ4でもって図9(e)に示すような負トルク313を発生させて変速機3の入力軸31に入力する。この入力トルクによって前輪6,6への出力トルクの増大を抑制または防止できるようになるので、図9(d)の実線で示すように車速の減速度を略一定に保つことができる。したがって、運転者に車両の飛び出し感を与える可能性が低下する。なお、クラッチ2が完全に継合する時刻t16で、図9(f)に示すようにエンジン回転数Neが入力軸回転数Niと同期する。 (4-3) In the process from the engagement start time t15 of the clutch 2 to the complete engagement time t16 of the clutch 2, the output torque to the front wheels 6 and 6 increases as described in (3-3) above. As a result, the deceleration of the vehicle speed decreases as shown by the two-dot chain line 213 in FIG. 9 (d), so that the increase in the output torque is offset by the motor 4 as shown in FIG. 9 (e). A negative torque 313 is generated and input to the input shaft 31 of the transmission 3. Since the increase in output torque to the front wheels 6 and 6 can be suppressed or prevented by this input torque, the vehicle speed deceleration can be kept substantially constant as shown by the solid line in FIG. Therefore, the possibility of giving the driver a feeling of jumping out of the vehicle is reduced. At time t16 when the clutch 2 is completely engaged, the engine speed Ne is synchronized with the input shaft speed Ni as shown in FIG. 9 (f).
 ここで、前記した出力トルクの増大分を相殺するために必要なモータ4の出力トルクTは、次式で推定(算出)することができる。この推定時期は、クラッチ2の継合開始前とされる。このクラッチ2の継合開始前とは、例えば時刻t14からt15の間とされる。 Here, the output torque T of the motor 4 necessary for canceling the increase in the output torque described above can be estimated (calculated) by the following equation. This estimated time is before the start of clutch 2 engagement. The time before the start of engagement of the clutch 2 is, for example, between time t14 and t15.
 T=〔(|Ne-Ni|)/t〕・I
 上記式において、tはクラッチ2を切断状態から完全に継合するのに要するストローク時間、Iはエンジン1からクラッチ2の入力側の部材(フライホイール21、プレッシャープレート23、ダイヤフラムスプリング24、クラッチカバー25など)までのイナーシャである。なお、イナーシャIは、予めECU100に固定値として記憶される。前記ストローク時間tは、予め規定される経験値(クラッチ継合に要する時間の平均値にマージンを加えた値)とされる。
T = [(| Ne-Ni |) / t] · I
In the above formula, t is a stroke time required for completely engaging the clutch 2 from the disengaged state, I is a member on the input side of the clutch 2 from the engine 1 (flywheel 21, pressure plate 23, diaphragm spring 24, clutch cover) 25). The inertia I is stored in advance in the ECU 100 as a fixed value. The stroke time t is a predetermined experience value (a value obtained by adding a margin to an average value of time required for clutch engagement).
 以上説明したように、本発明の特徴を適用した実施形態では、アクセルオフに伴う車速減速中にシフトダウンまたはシフトアップする過程(クラッチ2を切断する過程と、クラッチ2を切断した状態で変速機3のギヤ段を変更する過程と、クラッチ2を継合する過程とを含む)において、前記シフトダウンまたはシフトアップの直前における車速の減速度を維持することが可能になる。そのため、前記シフトダウン過程またはシフトアップ過程において運転者に対して減速感の違和感を与える可能性が低くなる。 As described above, in the embodiment to which the features of the present invention are applied, the process of shifting down or up during the vehicle speed deceleration accompanying the accelerator off (the process of disconnecting the clutch 2 and the transmission with the clutch 2 disconnected) 3) and the step of engaging the clutch 2), it is possible to maintain the deceleration of the vehicle speed immediately before the downshift or the upshift. Therefore, the possibility of giving the driver a sense of incongruity of deceleration during the downshifting process or the upshifting process is reduced.
 ところで、この実施形態のように、モータ4を変速機3の入力軸31に設置している場合には、モータ4を回転数センサとして利用することが可能になる。そのように利用する場合には、クラッチ2の継合時におけるクラッチ2の入力側回転数と出力側回転数との回転差や、変速機3のギヤ段変更時のシンクロメッシュ機構34A~34Cの同期動作を把握することが可能になる。そのため、モータ4を回転数センサとして利用した場合には、前記した制御をさらに緻密に行うことが可能になる。 Incidentally, when the motor 4 is installed on the input shaft 31 of the transmission 3 as in this embodiment, the motor 4 can be used as a rotation speed sensor. When used in such a manner, the rotational difference between the input side rotational speed and the output side rotational speed of the clutch 2 when the clutch 2 is engaged, or the synchromesh mechanisms 34A to 34C when the gear stage of the transmission 3 is changed. It becomes possible to grasp the synchronous operation. Therefore, when the motor 4 is used as a rotation speed sensor, the above-described control can be performed more precisely.
 なお、本発明は、上記実施形態のみに限定されるものではなく、特許請求の範囲内および当該範囲と均等の範囲で包含されるすべての変形や応用が可能である。以下で例を挙げる。 Note that the present invention is not limited to the above-described embodiment, and all modifications and applications within the scope of the claims and within the scope equivalent to the scope are possible. Examples are given below.
 (1)上記実施形態で説明した時刻t3-t4,t13-t14(クラッチ2を切断した状態で変速機3のギヤ段を変更する過程)においては、シフトチェンジ過程における車速の減速度とシフトチェンジ前における車速の減速度との偏差を打ち消すようにモータ4の出力トルクをフィードバック制御することも可能である。 (1) At times t3-t4, t13-t14 (a process of changing the gear stage of the transmission 3 with the clutch 2 disengaged) described in the above embodiment, the vehicle speed deceleration and the shift change in the shift change process It is also possible to feedback control the output torque of the motor 4 so as to cancel out the deviation from the previous deceleration of the vehicle speed.
 そのために、例えばECU100により、クラッチ2の切断開始時刻t1,t11より前において車速の減速度を一定周期毎に求めて、この求めた値を一時的なメモリ領域に逐一更新しながら記憶する処理と、時刻t3-t4,t13-t14において車速の減速度を一定周期毎に求めて、この求めた値と前記記憶値との偏差を打ち消すようにモータ4の出力トルクをフィードバック制御する処理とを行うようにすることが考えられる。 For this purpose, for example, the ECU 100 obtains vehicle speed deceleration at regular intervals before the clutch 2 disengagement start times t1 and t11, and stores the obtained values in the temporary memory area while updating them one by one. Then, at time t3-t4, t13-t14, a deceleration of the vehicle speed is obtained every fixed period, and a process of feedback-controlling the output torque of the motor 4 so as to cancel the deviation between the obtained value and the stored value is performed. It is possible to do so.
 (2)上記実施形態では、モータ4を変速機3の入力軸31に設置した例を挙げているが、本発明はこれに限定されるものではない。例えばモータ4の設置場所としては、例えば図10に示すように、変速機3の出力側からデファレンシャル5の入力側までの動力伝達経路51と、駆動輪となる前輪6,6の車軸52と、従動輪となる後輪7,7の車軸53との中からいずれか1ヶ所とすることが可能である。 (2) In the above embodiment, an example is given in which the motor 4 is installed on the input shaft 31 of the transmission 3, but the present invention is not limited to this. For example, as the installation location of the motor 4, for example, as shown in FIG. 10, a power transmission path 51 from the output side of the transmission 3 to the input side of the differential 5, the axle 52 of the front wheels 6 and 6 serving as drive wheels, Any one of the rear wheels 7 and 7 and the axle 53 of the driven wheel can be provided.
 例えば後輪7,7の車軸53にモータ4を設置する場合には、後輪7,7を駆動輪とすることが可能になるので、車両を4輪駆動車両とすることが可能になる他、他の設置場所に比べて設置スペースが広いので、車両への搭載性が優れる。 For example, when the motor 4 is installed on the axle 53 of the rear wheels 7 and 7, the rear wheels 7 and 7 can be used as drive wheels, so that the vehicle can be a four-wheel drive vehicle. Since the installation space is wider than other installation locations, it can be mounted on a vehicle.
 (3)上記実施形態では、前輪駆動(FF)形式の車両駆動装置に本発明を適用した例を挙げているが、本発明はこれに限定されるものではなく、例えば後輪駆動(FR)形式の車両駆動装置や、その他の形式の車両駆動装置に適用できる。また、変速機3は、前進6段変速とする場合を例に挙げているが、本発明はこれに限定されることなく、変速段数は任意である。 (3) In the above embodiment, an example is given in which the present invention is applied to a vehicle drive device of the front wheel drive (FF) type, but the present invention is not limited to this, for example, rear wheel drive (FR) The present invention can be applied to other types of vehicle drive devices and other types of vehicle drive devices. Moreover, although the case where the transmission 3 is set to a forward six-speed shift is taken as an example, the present invention is not limited to this, and the number of shift stages is arbitrary.
 例えば後輪駆動(FR)形式の車両駆動装置の場合、モータの設置場所としては、変速機3の入力軸31と、エンジン1等の駆動力源で発生する駆動力が伝達される後輪の車軸と、エンジン1等の駆動力源で発生する駆動力が伝達されない前輪の車軸と、変速機3の出力側からデファレンシャルの入力側までの動力伝達経路との中からいずれか1ヶ所とすることが可能である。 For example, in the case of a rear-wheel drive (FR) type vehicle drive device, the motor is installed at a rear wheel to which drive force generated by a drive force source such as the input shaft 31 of the transmission 3 and the engine 1 is transmitted. One of the axle, the axle of the front wheel that does not transmit the driving force generated by the driving force source such as the engine 1, and the power transmission path from the output side of the transmission 3 to the differential input side. Is possible.
 (4)上記実施形態では、請求項に記載の駆動力源として1つのエンジン1をクラッチ2より動力伝達方向上流側に設けた例を挙げているが、本発明はこれに限定されるものではない。例えば、前記駆動力源としてエンジン1および電動機(例えばモータ、モータジェネレータ等)をクラッチ2より動力伝達方向上流側に並列あるいは直列に設置する構成とすることが可能である。 (4) In the above embodiment, an example in which one engine 1 is provided upstream of the clutch 2 in the power transmission direction as the driving force source described in the claims is given, but the present invention is not limited to this. Absent. For example, an engine 1 and an electric motor (for example, a motor, a motor generator, etc.) as the driving force source can be installed in parallel or in series upstream of the clutch 2 in the power transmission direction.
 この場合、駆動力源としてのエンジン1と前記電動機は、いずれか一方のみを駆動する状態、両方同時に駆動する状態とすることが可能になる。 In this case, the engine 1 as the driving force source and the electric motor can be in a state in which only one of them is driven, or in a state in which both are driven simultaneously.
 (5)上記実施形態では、クラッチペダル14の踏み込み操作を検出するためにクラッチアッパースイッチ510およびクラッチロアースイッチ511を用いた例を挙げているが、本発明はこれに限定されるものではない。例えば前記各スイッチ510,511の代わりに、クラッチペダル14の踏み込みストロークセンサ(符号省略)を用いることが可能である。 (5) In the above embodiment, an example is given in which the clutch upper switch 510 and the clutch lower switch 511 are used to detect the depression of the clutch pedal 14, but the present invention is not limited to this. For example, instead of the switches 510 and 511, a depression stroke sensor (not shown) of the clutch pedal 14 can be used.
 この踏み込みストロークセンサとは、クラッチペダル14の踏み込みストロークに対応する信号をECU100に出力するものである。この場合、ECU100は、前記踏み込みストロークセンサからの出力に基づいて、クラッチペダル14の踏み込み方向においてクラッチ2の完全切断位置と、完全継合位置と、半継合範囲(前記切断位置から継合位置までの範囲)とを推定する処理を行うことにより、クラッチペダル14の踏み込み操作位置を認識することが可能になる。 The depression stroke sensor outputs a signal corresponding to the depression stroke of the clutch pedal 14 to the ECU 100. In this case, the ECU 100 determines the complete disengagement position, complete disengagement position, and semi-engagement range (from the disengagement position to the disengagement position) in the depression direction of the clutch pedal 14 based on the output from the depression stroke sensor. It is possible to recognize the depression operation position of the clutch pedal 14.
 (6)上記実施形態に示すクラッチ操作装置26では、レリーズフォーク262およびクラッチアクチュエータ263を用いた例を挙げているが、本発明はこれに限定されるものではない。例えばレリーズフォーク262およびクラッチアクチュエータ263の代わりに、公知のコンセントリックスレーブシリンダを用いることが可能である。 (6) In the clutch operating device 26 shown in the above embodiment, an example using the release fork 262 and the clutch actuator 263 is given, but the present invention is not limited to this. For example, instead of the release fork 262 and the clutch actuator 263, a known concentric slave cylinder can be used.
 このコンセントリックスレーブシリンダは、レリーズフォーク262を用いずにレリーズベアリング261を油圧でスライドさせる構成である。 This concentric slave cylinder is configured to slide the release bearing 261 hydraulically without using the release fork 262.
 (7)上記実施形態に示すクラッチ2は、クラッチペダル14の人的な踏み込み操作に応答して作動するタイプを例に挙げているが、本発明はこれに限定されるものではない。例えばクラッチ2は、クラッチペダル14を無くした自動クラッチとすることが可能である。 (7) Although the clutch 2 shown in the above embodiment is exemplified as a type that operates in response to a manual depression of the clutch pedal 14, the present invention is not limited to this. For example, the clutch 2 can be an automatic clutch without the clutch pedal 14.
 この自動クラッチとは、公知であるが、例えばシフトチェンジが必要な場合に、上記実施形態に示すクラッチアクチュエータ263や前記(6)で説明したコンセントリックスレーブシリンダの動作をECU100および油圧制御回路264でもって制御することにより、クラッチ2の切断、継合動作を行うようにしたものである。 Although this automatic clutch is known, for example, when a shift change is necessary, the operation of the clutch actuator 263 shown in the above embodiment or the concentric slave cylinder described in the above (6) is controlled by the ECU 100 and the hydraulic control circuit 264. Thus, the clutch 2 is disengaged and engaged by performing control.
 (8)上記実施形態では、シフトレバー15とセレクトロッド363およびシフトロッド364とを機械的に切り離してセレクトロッド363およびシフトロッド364をセレクトアクチュエータ365およびシフトアクチュエータ366で作動させるようにした例を挙げているが、本発明はこれに限定されるものではない。 (8) In the above embodiment, the shift lever 15 is mechanically separated from the select rod 363 and the shift rod 364, and the select rod 363 and the shift rod 364 are operated by the select actuator 365 and the shift actuator 366. However, the present invention is not limited to this.
 例えばシフトレバー15とセレクトロッド363やシフトロッド364とを機械式動力伝達機構を介して連結することにより、シフトレバー15のセレクト操作やシフト操作とセレクトロッド363やシフトロッド364の動作とを連係させる構成とすることが可能である。 For example, by connecting the shift lever 15 and the select rod 363 or the shift rod 364 via a mechanical power transmission mechanism, the select operation or shift operation of the shift lever 15 and the operation of the select rod 363 or shift rod 364 are linked. It can be configured.
      1   エンジン
      2   クラッチ
      3   変速機
331~336   前進1~6速のギヤ段
 34A~34C  シンクロメッシュ機構
      4   モータ
      6   前輪
      7   後輪
     13   アクセルペダル
     14   クラッチペダル
     15   シフトレバー
    100   ECU
    501   エンジン回転数センサ
    502   スロットル開度センサ
    503   入力軸回転数センサ
    504   出力軸回転数センサ
    505   アクセル開度センサ
    508   セレクトストロークセンサ
    509   シフトストロークセンサ
    510   クラッチアッパースイッチ
    511   クラッチロアースイッチ
    512   クラッチストロークセンサ
DESCRIPTION OF SYMBOLS 1 Engine 2 Clutch 3 Transmission 331-336 Forward 1st-6th gear stage 34A-34C Synchromesh mechanism 4 Motor 6 Front wheel 7 Rear wheel 13 Accelerator pedal 14 Clutch pedal 15 Shift lever 100 ECU
501 Engine rotational speed sensor 502 Throttle opening sensor 503 Input shaft rotational speed sensor 504 Output shaft rotational speed sensor 505 Accelerator opening sensor 508 Select stroke sensor 509 Shift stroke sensor 510 Clutch upper switch 511 Clutch lower switch 512 Clutch stroke sensor

Claims (5)

  1.  車両の駆動力を発生する少なくとも1つの駆動力源と、常時噛み合い式の変速機と、前記駆動力源から前記変速機への動力伝達を遮断または許容するように切断または継合されるクラッチとを備えかつ人的操作に応答して前記変速機のギヤ段変更を行う構成の車両駆動装置であって、
     前記クラッチを介さずに車輪に正または負のトルクを入力するための電動機と、この電動機の出力を制御するための制御部とをさらに備え、
     前記制御部は、車速の減速中に前記クラッチを切断した状態で前記変速機のギヤ段を変更する過程において、前記ギヤ段変更前における車速の減速度を維持するように前記電動機の出力を制御する、ことを特徴とする車両駆動装置。
    At least one driving force source that generates a driving force of the vehicle, a constantly meshing transmission, and a clutch that is disconnected or joined so as to cut off or allow power transmission from the driving force source to the transmission; A vehicle drive device configured to change the gear position of the transmission in response to a human operation,
    An electric motor for inputting positive or negative torque to the wheels without passing through the clutch, and a control unit for controlling the output of the electric motor;
    The control unit controls the output of the electric motor so as to maintain the deceleration of the vehicle speed before the gear stage change in the process of changing the gear stage of the transmission with the clutch disconnected while the vehicle speed is being reduced. The vehicle drive device characterized by the above-mentioned.
  2.  請求項1に記載の車両駆動装置において、
     前記制御部は、前記ギヤ段を変更する過程で、変更前に対する前記変速機のギヤイナーシャの増大による減速度または前記ギヤイナーシャの減少による加速度を抑制するように前記電動機の出力トルクを制御する、ことを特徴とする車両駆動装置。
    In the vehicle drive device according to claim 1,
    The control unit controls the output torque of the electric motor so as to suppress a deceleration due to an increase in the gear inertia of the transmission before the change or an acceleration due to a decrease in the gear inertia in the process of changing the gear stage. The vehicle drive device characterized by the above-mentioned.
  3.  請求項1に記載の車両駆動装置において、
     前記制御部は、前記車速の減速中に前記クラッチが切断される直前における車速の減速度を求めて、記憶する処理と、
     前記車速の減速中に前記クラッチを切断した状態で前記変速機のギヤ段を変更する過程における車速の減速度を求めて、この求めた値と前記記憶値との偏差を打ち消すように前記電動機をフィードバック制御する処理とを行う、ことを特徴とする車両駆動装置。
    In the vehicle drive device according to claim 1,
    The control unit obtains and stores a deceleration of the vehicle speed immediately before the clutch is disengaged during the deceleration of the vehicle speed; and
    The motor is decelerated in the process of changing the gear position of the transmission while the clutch is disengaged during deceleration of the vehicle speed, and the electric motor is controlled so as to cancel the deviation between the obtained value and the stored value. A vehicle drive device characterized by performing processing for feedback control.
  4.  請求項1から3のいずれか1つに記載の車両駆動装置において、
     前記変速機の出力は、デファレンシャルを介して車両の前輪に伝達される形態とされ、
     前記電動機の設置場所は、前記クラッチの出力側から変速機の入力側までの動力伝達経路と、前記駆動力源で発生する車両駆動力が伝達される前輪の車軸と、前記駆動力源で発生する車両駆動力が伝達されない後輪の車軸と、前記変速機の出力側からデファレンシャルの入力側までの動力伝達経路との中からいずれか1ヶ所とされる、ことを特徴とする車両駆動装置。
    In the vehicle drive device according to any one of claims 1 to 3,
    The output of the transmission is configured to be transmitted to the front wheels of the vehicle via a differential,
    The installation location of the electric motor is generated by a power transmission path from the output side of the clutch to the input side of the transmission, an axle of a front wheel to which vehicle driving force generated by the driving force source is transmitted, and the driving force source. A vehicle drive device characterized in that the vehicle drive device is any one of a rear wheel axle to which no vehicle drive force is transmitted and a power transmission path from an output side of the transmission to a differential input side.
  5.  請求項1から3のいずれか1つに記載の車両駆動装置において、
     前記変速機の出力は、デファレンシャルを介して車両の後輪に伝達される形態とされ、
     前記電動機の設置場所は、前記クラッチの出力側から変速機の入力側までの動力伝達経路と、前記駆動力源で発生する車両駆動力が伝達されない前輪の車軸と、前記駆動力源で発生する車両駆動力が伝達される後輪の車軸と、前記変速機の出力側からデファレンシャルの入力側までの動力伝達経路との中からいずれか1ヶ所とされる、ことを特徴とする車両駆動装置。
    In the vehicle drive device according to any one of claims 1 to 3,
    The output of the transmission is transmitted to the rear wheel of the vehicle through a differential,
    The installation location of the electric motor is generated by a power transmission path from the output side of the clutch to the input side of the transmission, an axle of a front wheel to which vehicle driving force generated by the driving force source is not transmitted, and the driving force source. A vehicle drive device comprising: a rear wheel axle to which vehicle drive force is transmitted and a power transmission path from an output side of the transmission to a differential input side.
PCT/JP2010/054484 2010-03-17 2010-03-17 Vehicle drive device WO2011114446A1 (en)

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