Transmission control device

Abstract

A transmission control device (40) configured to control a first drive machine (12) and a second drive machine (13) whose output response to an output change command is different in a system, the system comprising the first drive machine (12), the second drive machine (13) and a gear transmission (20), the gear transmission (20) comprising an input shaft (21) onto which a driving force of the first drive machine (12) and a driving force of the second drive machine (13) is transmitted, an output shaft (22), a plurality of gears (23) and a claw (24) configured to move the input shaft (21) and the output shaft (22) to selectively engage with one of the plurality of gears (23), the control device (40) comprising: - a processing circuit (41), wherein - the transmission control device (40) causes the processing circuit (41) to execute a process, the process comprising: - Calculate, in response to a shift command to shift from a first gear position to a second gear position, a target speed of the first drive motor (12) and a target speed of the second drive motor (13) for a synchronous control that brings one speed of the claw (24) at the second gear position or one speed of the gear wheel (23) at the second gear position close to the other; and - Determining a first time Ts1 or a second time Ts2 such that the second time Ts2 is later than the first time Ts1, wherein the first time Ts1 is a time at which the synchronous control of the first drive machine (12) is started, and the second time Ts2 is a time at which the synchronous control of the second drive machine (13) is started, - wherein the synchronous control is carried out in a state in which each of the driving forces of the first drive machine (12) and the second drive machine (13) are transmitted to the input shaft (21), and - wherein the synchronous control is a control for changing each of the speeds of the first drive machine (12) and the second drive machine (13) to any set speed.

Description

Area of ​​application

[0001] The present disclosure relates to a transmission control device. State of the art

[0002] In the prior art, in a dog clutch type gear transmission, at the time of shifting from a current transmission gear position to a next transmission gear position, a dog is disengaged from a gear pair having a certain reduction ratio, and then moved along an input shaft or an output shaft of the gear transmission to engage with a gear pair having a different reduction ratio.

[0003] Thus, the gear pair is switched to transmit a driving force of a prime mover from the input shaft to the output shaft (e.g. JP 2009- 264 519 A).

[0004] In a gear transmission with a claw clutch, it is desirable that the claw is smoothly engaged with a transmission gear at the time the claw moves to the next transmission gear position.

[0005] DE 10 2006 003 725 A relates to a method for controlling a motor vehicle drive train comprising an internal combustion engine, an electric motor and a transmission provided with unsynchronised clutches, which are coupled to one another via a summation transmission with two input elements and one output element and via a lock-up clutch designed as a friction clutch, in that the first input element is connected in a rotationally fixed manner to the crankshaft of the internal combustion engine, the second input element is connected to the rotor of the electric motor and the output element is connected to the input shaft of the transmission, and in which the lock-up clutch is arranged between two elements of the summation transmission, wherein during a shift operation between a low gear and a target gear, after the low gear has been disengaged, the target gear is synchronised and subsequently engaged, characterized in thatthat the target gear is synchronized by means of the electric machine when the lock-up clutch is open, in that the input shaft is accelerated to the synchronous speed of the target gear during a downshift by a positive torque M_EM 〉 0 from the electric machine acting in the direction of rotation of the crankshaft of the internal combustion engine and the input shaft of the transmission, and is decelerated to the synchronous speed of the target gear during an upshift by a negative torque M_EM 〈 0 from the electric machine acting opposite to the direction of rotation of the crankshaft of the internal combustion engine and the input shaft of the transmission. Summary of the invention

[0006] Accordingly, the present disclosure provides a transmission control device capable of smoothly engaging a claw with a gear.

[0007] A transmission control device controls a first prime mover and a second prime mover whose output responses to an output change command are different from each other in a system, the system comprising the first prime mover, the second prime mover, and a gear train. The gear train includes an input shaft to which a driving force of the first prime mover and a driving force of the second prime mover are transmitted, an output shaft, a plurality of transmission gears, and a claw configured to move toward the input shaft and output shaft to selectively engage one of the plurality of transmission gears. The control device comprises: a processing circuit.The transmission control device causes the processing circuit to execute a process, the process comprising: in response to a shift command for shifting from a first transmission gear position to a second transmission gear position, calculating a target rotational speed of the first prime mover and a target rotational speed of the second prime mover for synchronous control that brings either a rotational speed of the claw at the second transmission gear position or a rotational speed of the transmission gear at the second transmission gear position close to the other; and determining a first timing or a second timing such that the second timing is later than the first timing, the first timing being a timing at which the synchronous control of the first prime mover is started, and the second timing being a timing at which the synchronous control of the second prime mover is started.

[0008] It is therefore an object of the present disclosure to provide a transmission control device capable of smoothly engaging a claw with a gear.

[0009] This object is achieved by the features of claim 1. The subclaims contain advantageous developments of the invention.

[0010] Further details, advantages and features of the present invention will become apparent from the following description of embodiments with reference to the accompanying drawings. Brief description of the drawings Fig. 1 is a left side view of a motorcycle having a transmission control device according to an embodiment. Fig. 2 is a schematic diagram of a drive system of the engine in Fig. 1. Fig. 3 is an enlarged schematic diagram showing an example of an engagement state between a transmission gear and a claw before a shift operation. Fig. 4 is an enlarged schematic diagram showing an example of a non-engagement state of the claw. Fig. 5 is an enlarged schematic arrangement diagram showing an example of an engagement state between the transmission gear and the claw after the shifting operation. Fig. Figure 6 is a block diagram illustrating the transmission control device and its input and output. Fig. Fig. 7 is a flowchart showing a flow of control by the transmission control device during the running of the motorcycle in Fig. 1 represents. Fig. 8 is a graph showing an example of a change in engine speed, a change in drive motor speed, and a change in total output torque at the time of downshifting. Fig. 9 is a graph showing an example of a change in engine speed and a change in drive motor speed at the time of upshifting. Description of embodiments

[0011] Embodiments are described below with reference to the accompanying drawings.

[0012] Fig. 1 is a left side view of a motorcycle 1 with a transmission control device 40 according to an embodiment. The motorcycle 1 is an example of a fixed-seat vehicle with a bicycle mounted thereon and is a hybrid vehicle. The directions in the following description are based on a direction seen from a rider of the motorcycle 1, a front-rear direction corresponding to a vehicle longitudinal direction, and a left-right direction corresponding to a vehicle width direction.

[0013] The motorcycle 1 includes a front wheel 2, a rear wheel 3, a vehicle frame 4, a front suspension 5 connecting the front wheel 2 to a front portion of the vehicle frame 4, and a rear suspension 6 connecting the rear wheel 3 to a rear portion of the vehicle frame 4. The front suspension 5 is connected to brackets 7 arranged at a distance in an up-down direction. A steering shaft connected to the bracket 7 is supported by a head pipe 4a that is a part of the vehicle frame 4 so as to be angularly displaceable. The steering shaft is provided with a handle 8 that is gripped by the rider's hands. A fuel tank 9 is provided at a rear side of the handle 8, and a seat 10 on which the rider sits is provided at a rear side of the fuel tank 9.

[0014] A swing arm 15, which supports the rear wheel 3 and extends in a front-to-rear direction, is supported on the vehicle frame 4 so as to be angularly displaceable. Additionally, a motor unit 11 is mounted on the vehicle frame 4 between the front wheel 2 and the rear wheel 3. The motor unit 11 includes a first prime mover and a second prime mover, which are two travel power sources. The first prime mover is an engine 12, which is an internal combustion engine. The second prime mover is a prime mover motor 13, which is an electric motor.

[0015] The engine 12 includes a cylinder 12a and a crankshaft 12b connected to a piston within the cylinder. The crankshaft 12b of the engine 12 is housed in a piston housing 14. In addition, a gear train 20 is arranged at a rear side of the engine 12. The gear train 20 is housed in the piston housing 14. A shift switch 17 for changing a gear position, which is a shift position of the gear train 20, is provided on a left grip of the handle 8. The transmission control device 40 is arranged under the seat 10. The transmission control device 40 controls the engine 12, the drive motor 13, and a clutch actuator 19 and a shift actuator 30, which will be described later.

[0016] Fig. 2 is a schematic representation of a drive system of the motorcycle 1 in Fig. 1. The gear transmission 20 includes an input source 21, an output shaft 22 and a plurality of transmission gear pairs 23.

[0017] A driving force from at least one of the first prime mover and the second prime mover can be transmitted to the input shaft 21. Specifically, a main clutch 18 is arranged in a power transmission path between the crankshaft 12b of the engine 13 and the input shaft 21 of the gear transmission 20. The main clutch 18 is, for example, a multi-disk clutch. A rotational power of the crankshaft 12b of the engine 12 is transmitted to the input shaft 21 via the main clutch 18. The main clutch 18 is driven by the clutch actuator 19 to interrupt or connect the power transmission path from the crankshaft 12b to the input shaft 21. In addition, a rotational power of a rotating shaft of the prime mover 13 is transmitted to the input shaft 21. Power can be transmitted to the input shaft 21 simultaneously from both the engine 12, which is the first prime mover, and the prime mover 13, which is the second prime mover.

[0018] The output shaft 22 is arranged parallel to the input shaft 21. Hereinafter, a direction parallel to the input shaft 21 and output shaft 22 is referred to as the "axial direction." The plurality of transmission gear pairs 23 are arranged in the axial direction. The plurality of transmission gear pairs 23 have different reduction ratios. The reduction ratio may also be referred to as a gear ratio or a transmission ratio. Each transmission gear pair 23 includes a transmission gear 23 provided coaxially with the input shaft 21 and a transmission gear 23 provided coaxially with the output shaft 22.

[0019] Of the two transmission gears 23 included in each transmission gear pair 23, one transmission gear 23 is a gear 23a (hereinafter referred to as "idle gear") that rotates integrally with the input shaft 21 or the output shaft 22 and is coaxial with one transmission gear 23. The idler gear 23a is connected, for example, to the input shaft 21 or the output shaft 22 via a spline connection. Of the two transmission gears 23 included in each transmission gear pair 23, the other transmission gear 23 is a gear 23b (hereinafter referred to as "idle gear") that is rotatable relative to the input shaft 21 or the output shaft 22 and is coaxial with the other transmission gear 23.

[0020] The idler gear 23a and the idler gear 23b of each transmission gear pair 23 are always in mesh with each other. In the present embodiment, the idler gears 23a and the idler gears 23b are arranged alternately in the axial direction of the input shaft 21. Likewise, the idler gears 23b and the idler gears 23a are arranged alternately in the axial direction of the output shaft 22. To avoid complications, Fig. 2 only some of the idler gears and the idle gears are provided with reference numbers, while the reference numbers of the other gears are omitted.

[0021] The gear transmission 20 is a claw clutch transmission. The gear transmission 20 includes a plurality of claws 24, each corresponding to a plurality of transmission gear positions, and a shift mechanism 26.

[0022] The claws 24 are movable in the axial direction with respect to the input shaft 21 and the output shaft 22 by the switching mechanism 26. One of the plurality of claws 24 is moved in the axial direction by the switching mechanism 26 and is selectively engaged with one of the plurality of transmission gear pairs 23. Accordingly, a transmission gear pair 23 engaged with the claw 24 is brought into a state where the driving force from the input shaft 21 can be transmitted to the output shaft 22. That is, the driving force transmitted to the input shaft 21 is transmitted to the output shaft 22 via the transmission gear pair 23 engaged with the claw 24. The rotational force of the output shaft 22 is transmitted to the rear wheel 3, which is a drive wheel, via an output transmission member 16. The output transmission member 16 is, for example, a chain, a belt, or the like.

[0023] The shift mechanism 26 includes shift forks 27a, 27b, and 27c, a support shaft 28, and a shift drum 29. The shift forks 27a, 27b, and 27c are slidably supported by the support shaft 28, which is arranged parallel to the input shaft 21 and the output shaft 22. As described later, in the present embodiment, some of the idler gears 23a are integral with the claws 24. One end portion of the shift fork 27a is connected to the idler gear 23a, which is mounted externally on the input shaft 21 and moves together with the claw 24. In addition, the end portions of the shift forks 27b and 27c are connected to the respective idler gears 23a, which are mounted externally on the output shaft 22 and move together with the claws 24.

[0024] Furthermore, other end portions of the shift forks 27a, 27b, and 27c are fitted into corresponding guide grooves G of the shift drum 29. When the shift drum 29 rotates, the shift forks 27a, 27b, and 27c, guided by the respective guide grooves G, move the corresponding claws 24 in the axial direction. The claw 24 enters a receiving space S of the idle gear 23b, which will be described later, to engage with the idle gear 23b with a clearance. Furthermore, the claw 24 moves out of the receiving space S of the idle gear 23b, which will be described later, to be disengaged from the idle gear 23b.

[0025] The engagement between the claw 24 and the gear pair 23 is described with reference to Fig. 2 and 3 to 5 are described in more detail.

[0026] Fig. 3 to Fig. 5 are enlarged views of some transmission gears 23 arranged coaxially with the input shaft 21, as seen in a direction orthogonal to the axial direction. Fig. 3 to Fig. 5 illustrate an example of movement of the claw 24 at the time of shifting from a current transmission gear position to a next transmission gear position in chronological order. Fig. 3 is an enlarged schematic diagram showing an example of an engagement state between the transmission gear 23 (more specifically, the idle gear 23b) and the claw 24 before a shift operation. Fig. 4 is an enlarged schematic diagram showing an example of a disengaged state of the claw 24. Fig. 5 is an enlarged schematic diagram showing an example of an engagement state between the transmission gear (specifically, the idle gear 23b) and the claw 24 after the shifting operation.

[0027] Hereinafter, for convenience, the current transmission gear position is referred to as the first transmission gear position, and of the transmission gear 23 corresponding to the first transmission gear position, the gear 23 with which the claw 24 can be engaged is referred to as the first gear 23b1 (or a current gear or a pre-transmission gear). In addition, a next transmission gear position after the claw 24 shifts from the current transmission gear position due to a shift command is referred to as the second transmission gear position, and of the transmission gear pair 23 corresponding to the second transmission gear position, the gear 23 with which the claw 24 can be engaged is referred to as the second gear 23b2 (or the next gear or gear after the transfer).

[0028] As in Fig. 3, in the present embodiment, some idler gears 23a are integral with the claws 24 and are movable together with the claws 24 in the axial direction with respect to the input shaft 21 or the output shaft 22. Specifically, the claws 24 are provided to protrude in the axial direction from an axial end surface of the idler gear 23a. The claws 24 are formed by a plurality of projections arranged at predetermined intervals in a circumferential direction of the idler gear 23a on the end surface of the idler gear 23a.

[0029] The claw 24 and the idler gear 23b, which is axially opposite to the follower gear 23a, define the receiving space S into which the claw 24 can enter. The receiving space S is open on a side in the axial direction where the claw 24 is arranged, so that the moving claw 24 can enter the receiving space S. In the present embodiment, the receiving space S is formed by a plurality of projections arranged at predetermined intervals in a circumferential direction of the idler gear 23b on an axial end surface of the idler gear 23b. That is, the receiving space S is a space formed between the projections adjacent to each other in the circumferential direction of the idler gear 23b on the end surface of the idler gear 23b. The receiving space S may be a hole formed in the axial end surface of the idler gear 23b.That is, the receiving space S may be open or not open in a radial direction of the idle gear 23b.

[0030] As in Fig. 3, the transmission gear 23 with the receiving space S includes a first surface 25a and a second surface 25b, which form the receiving space S in the circumferential direction of the transmission gear 23. The first surface 25a is a surface against which the claw 24, having entered the receiving space S, abuts when a torque is transmitted to the output shaft 22 in a predetermined positive direction. The second surface 25b is a surface against which the claw 24, having entered the receiving space S, abuts when a torque is transmitted to the output shaft 22 in a negative direction opposite to the positive direction.

[0031] In Fig. 3 to Fig. 5, the axial direction and the positive direction are indicated by arrows. In this description, the positive direction means a direction of generating torque of the input shaft 21 and the output shaft 22 in a direction in which the output shaft 22 is accelerated when a vehicle (in this example, the motorcycle 1) moves forward. That is, the first surface 25a is a surface against which the claw 24, which has entered the receiving space S, abuts when the rotation of the output shaft 22 is accelerated, and the second surface 25b is a surface against which the claw 24, which has entered the receiving space S, abuts when the rotation of the output shaft 22 is decelerated.Specifically, in the present example, the first surface 25a is a surface against which the claw 24 having entered the receiving space S abuts while the vehicle (in the present example, the motorcycle 1) is accelerated forward, and the second surface 25b is a surface against which the claw 4 having entered the receiving space S abuts while the vehicle (in the present example, the motorcycle 1) is decelerated.

[0032] As in Fig. As shown in Figure 3, the claw 24 abuts the first surface 25a of the first gear 23b1 to rotate together with the first gear 23b1. Thus, the transmission gear pair 23, with which the claw 24 engages, transmits the torque of the input shaft 21 to the output shaft 22.

[0033] The idler gear 23a, which is integral with the claw 24, is coaxially movable with the idler gear 23a relative to the input shaft 21 or output shaft 22. The idler gear 23a is moved by the switching mechanism 26.

[0034] As in Fig. As shown in Figure 4, the idler gear 23a, which rotates integrally with the claw 24, moves in a direction away from the first gear 23b1, so that the claw 24 comes out of the receiving space S of the first gear 23b1 and the engagement is released. In a state where none of the transmission gear pairs 23 of the transmission gear 20 is engaged with the claw 24, that is, in the disengaged state, the torque transmission between the engagement shaft 21 and the output shaft 22 is interrupted.

[0035] As in Fig. As shown in Figure 5, when the claw 24 protruding from the idler gear 23a enters the receiving space S of the second gear 23b2 and abuts the first surface 25a of the second gear 23b2, the second gear 23b2 rotates together with the idler gear 23a. Thus, in the second gear position, the transmission gear pair 23, with the idler gear 23b as the second gear 23b2 and the idler gear 23a meshing with the idler gear 23b, transmits the drive power from the input shaft 21 to the output shaft 22.

[0036] Fig. Figure 6 is a block diagram illustrating the transmission control device 40 and its input and output. The transmission control device 40 controls the engine 12, the drive motor 13, the clutch actuator 19, and the shift actuator 30. As shown in Fig. As shown in Figure 6, the transmission control device 40 receives detection signals from an accelerator pedal operation sensor 32, the shift switch 17, a gear position sensor 31, an engine speed sensor 33, an engine speed sensor 34, an output shaft speed sensor 35, and a coolant temperature sensor 36. The transmission control device 40 outputs the control signals to a throttle device 12c, an ignition device 12b, a fuel supply device 12e, the drive motor 13, the clutch actuator 19, and the shift actuator 30.

[0037] The accelerator operation amount sensor 32 detects an accelerator operation amount (an acceleration request amount) of the driver.

[0038] The shift switch 17 sends the shift command to the transmission control device 40 in response to a manual operation by the driver. The shift command is, for example, an upshift command or a downshift command. The upshift command is a command to increase the gear position of the gear transmission 20. More specifically, the upshift command is a command to increase the reduction ratio of the output shaft 22 with respect to the input shaft 21. The downshift command is a command to decrease the gear position of the gear transmission 20. More specifically, the downshift command is a command to decrease the reduction ratio of the output shaft 22 with respect to the input shaft 21.

[0039] The gear position sensor 31 detects a rotation angle of the shift drum 29. Based on the rotation angle of the shift drum 29, it is possible to detect which of the plurality of transmission gear pairs 23 of the gear transmission 20 is in a selected state, that is, in which transmission gear position.

[0040] The engine speed sensor 34 detects a rotational speed of an output shaft 22 of the engine 12 (hereinafter also referred to as "engine speed"). The engine speed sensor 34 detects a rotational speed of an output shaft 22 of the drive motor 13 (hereinafter also referred to as "engine speed").

[0041] The output shaft speed sensor 35 detects a rotational speed of the output shaft 22. The output shaft speed sensor 35 may be provided on the output shaft 22 to directly detect the rotational speed of the output shaft 22. Alternatively, the output shaft speed sensor 35 may indirectly detect the rotational speed of the output shaft 22 by detecting another parameter. For example, the output shaft speed sensor 35 may be a wheel speed sensor that detects a rotational speed of the rear wheel 3, which is a drive wheel (see Fig. 2).

[0042] The coolant temperature sensor 36 detects a temperature of a coolant that cools the engine 12.

[0043] The throttle device 12c adjusts the intake air quantity of the engine 12. The throttle device 12c is, for example, an electronically controlled throttle device that opens and closes a throttle valve by an engine. The ignition device 12d ignites an air-fuel mixture in a combustion chamber of the engine 12. The ignition device 12d is, for example, a spark plug. The fuel supply device 12e supplies the engine 12 with fuel.

[0044] The shift actuator 30 generates energy to move the claw 24. Specifically, the shift actuator 30 is controlled by the transmission control device 40 to rotate the shift drum 29 of the shift mechanism 26. The transmission control device 40 controls the shift actuator 30 in response to the driver's actuation of the shift switch 17. The shift actuator 30 is, for example, an electric motor.

[0045] The transmission control device 40 includes one or more processors 41 on a hardware interface. Each processor 41 includes a computing device, a volatile memory, and a non-volatile memory. The processor 41 is an example of a processing circuit, which may also be referred to as a processing circuit. The processor 41 performs calculation processing by the computing device using the volatile memory in accordance with a program stored in the non-volatile memory and outputs a control signal corresponding to the detection signal input to the transmission control device 40. The transmission control device 40 includes, on a software interface, a mode switching unit 41a, an engine control unit 41b, an engine control unit 41c, a clutch control unit 41d, a shift control unit 41e, a target determination unit 41f, and a timing determination unit 41g. Fig. In Figure 6, one or more processors 41 are depicted as a single block, and functional blocks 41a, 41b, 41c, 41d, 41e, 41f, and 41g are depicted collectively therein. Additionally, transmission control device 40 includes a memory 42. Memory 42 includes a volatile memory and a non-volatile memory.

[0046] The mode switching unit 41a selects one mode from a plurality of driving modes including an EGV mode, an EV mode, and an HEV mode.

[0047] The EGV mode is a mode in which the engine 12 is driven without driving the drive motor 13, and the rear wheel 3, which is a drive wheel, is driven only by the rotational force of the engine 12. In the EGV mode, the main clutch 18 is brought into a connected state by the clutch actuator 19, so that the rotational force of the engine 12 is transmitted to the rear wheel 3, which is a drive wheel, via the gear transmission 20.

[0048] The EV mode is a mode in which the engine 12 is stopped, and the rear wheel 3, which is a drive wheel, is driven by the power generated by the drive motor 13. In the EV mode, the main clutch 18 is brought into a disengagement state by the clutch actuator 19, so that the engine 12 is not resistant when the drive motor 13 is driven.

[0049] The HEV mode is a mode in which the rear wheel 3, which is a drive wheel, is driven by the power generated by the drive motor 13 and the engine 12. In the HEV mode, the main clutch 18 is brought into the connected state by the clutch actuator, so that the rotational power of the engine 12 is transmitted to the rear wheel 3 via the transmission 20.

[0050] The engine control unit 41b controls the throttle device 12c, the ignition device 12d (the spark plug), and the fuel supply device 12e to adjust the output of the engine 12. For example, the engine control unit 41b performs torque control so that the output torque of the engine 12 becomes a value corresponding to the driver's accelerator pedal operation amount. The engine control unit 41c controls the drive motor 13 to adjust the output of the drive motor 13. For example, the engine control unit 41c performs torque control so that the output torque of the drive motor 13 becomes a value corresponding to the driver's accelerator pedal operation amount. The engine control unit 41b and the engine control unit 41c perform control according to the driving mode selected by the mode switching unit 41a.

[0051] The clutch control unit 41d controls the clutch actuator 19 to switch the state of the main clutch 18. For example, when the EV mode is selected by the mode switching unit 41a, the clutch control unit 41d places the main clutch 18 in the disconnected state, and when the EGV mode or HEV mode is selected by the mode switching unit 41a, the clutch control unit 41d places the main clutch 18 in the connected state.

[0052] The shift control unit 41e, the target determination unit 41f, and the timing determination unit 41g relate to the transmission processing executed when the shift command is generated, that is, when the shift command is received from the switch 17. The shift control unit 41e controls the shift actuator 30 in accordance with the detected shift command. The target determination unit 41f determines a target engine speed, a target motor speed, and a target drum angle at the time of switching the claw 24. The timing determination unit 41g determines a time at which the synchronous control of the motor 12 is started, a time at which the synchronous control of the drive motor 12 is started, and a time at which the control for moving the claw 24 is started. < Transfer processing >

[0053] An example of transfer processing is described with reference to Fig. 7 described. Fig. 7 is a flowchart illustrating a flow of control by the transmission control device 40 when the motorcycle 1 runs in the HEV mode.

[0054] During driving in HEV mode, the engine control unit 41b and the engine control unit 41c basically execute the torque control described above (step S1). During the torque control, the shift control unit 41e determines whether a shift command (i.e., an upshift command or a downshift command) is present (step S2). If it is determined that there is no shift command (step S2: No), the torque control by the engine control unit 41b and the engine control unit 41c continues. (Determination of the target value)

[0055] If it is determined that a shift command is present (step S2: Yes), the target determination unit 41f determines various target values ​​(step S3). Specifically, the target determination unit 41f determines the target engine speed, the target motor speed, and the target drum angle. The target engine speed and the target motor speed are speeds corresponding to the second transmission gear position. More specifically, the target engine speed and the target motor speed are the engine speed and the motor speed for synchronous control to approximate the rotational speed of the claw 24 in the second transmission gear position and the rotational speed of the transmission gear in the second transmission gear position.

[0056] Here, the "synchronous control to bring the rotational speed of the claw 24 at the second transmission gear position and the rotational speed of the transmission gear at the second transmission gear position closer to each other" is a control in which an input side of the claw 24 and the second gear 23b2 are aligned to an output side. For example, when the claw 24, which rotates integrally with the input shaft 21, is engaged with the second gear 23b2 mounted externally on the input shaft 21, the synchronous control means that the rotational speed of the claw 24 is aligned with the rotational speed of the second gear 23b2. Furthermore, for example, when the claw 24, which rotates integrally with the output shaft 22, is engaged with the second gear 23b2 mounted externally on the output shaft 22, the synchronous control means that the rotational speed of the second gear 23b2 is brought close to the rotational speed of the claw 24.By performing the synchronous control before the claw 24 enters the receiving space S of the second gear 23b2, the claw 24 is smoothly engaged with the second gear 23b2.

[0057] In the present embodiment, in step S3, the shift control unit 41e first determines the first gear position, which is the current gear position of the gear transmission 20, based on the detected angle signal of the gear position sensor 31. In addition, the shift control unit 41e determines the second gear position, which is the next gear position, depending on whether the shift command is an upshift command or a downshift command. The target determination unit 41f calculates the target engine speed and the target engine speed based on the reduction ratio in the second gear position and the current speed of the output shaft 22, so that the rotational speed of the claw 24 or the rotational speed of the second gear 23b2 in the second gear position is adjusted to the other.A speed of the input shaft 21 corresponding to a target engine speed R1 and a speed of the input shaft 21 corresponding to a target engine speed R2 have the same value. (Determination of the time)

[0058] After step S3, the timing determination unit 41g determines a first time point Ts1, which is a time point at which the synchronous control of the motor 12 is started, a second time point Ts2, which is a time point at which the synchronous control of the drive motor 13 is started, and a third time point at which the control for moving the claw 24 is started (step S4).

[0059] In step S4, the time determination unit 41g first determines the first time Ts1 or the second time Ts2 such that the second time Ts2 is later than the first time Ts1.

[0060] Specifically, the timing determination unit 41g calculates the first delay time D1 from a time point at which the synchronous control of the motor 12 is started to a time point Tm1. The first time point Tm1 is a time point at which the output torque of the motor 12 becomes maximum before a target speed of the motor 12 is reached. In addition, the timing determination unit 41g calculates a second delay time D2 from the start of the synchronous control of the drive motor 13 to a second time point Tm2. The second time point Tm2 is a time point at which the output torque of the drive motor 13 becomes maximum before reaching a target speed of the drive motor 13. The first delay time D1 is longer than the second delay time D2.

[0061] The timing determination unit 41g determines the first time Ts1 or the second time Ts2 based on the calculated first delay time D1 and the calculated second delay time D2 such that a time difference between the first time Tm1 and the second time Tm2 is equal to or less than a predetermined time. For example, the timing determination unit 41g determines the first time Ts1 or the second time Ts2 such that the first time Tm1 and the second time Tm2 coincide, that is, the time difference between the first time Tm1 and the second time Tm2 becomes zero.

[0062] Further, the timing determination unit 41g determines a third time point Ts3, which is a time point at which the control for disengaging the claw 24 at the first transmission gear position from the first gear 23b1 and moving the claw 24 at the second transmission gear position toward the second gear 23b2 is started, based on the determined first time point Ts1 or the determined second time point Ts2. Specifically, the timing determination unit 41g determines the third time point Ts3 to be after the first time point Ts1 and before the first time point Tm1. In addition, the timing determination unit 41g determines the third time point Ts3 so that the claw 24 is in the disengaged state in which the claw 24 is not engaged with any of the plurality of transmission gear pairs 23 at the first time point Tm1 and the second time point Tm2. (synchronous control)

[0063] When the first time point Ts1, the second time point Ts2, and the third time point Ts3 are determined in step S4, the synchronous control (step S5) and the control of the shift actuator 30 (step S6) are executed according to the determined times.

[0064] Specifically, the engine control unit 41b controls the engine 12 to start the synchronous control at the first time point Ts1. The engine control unit 41b retroactively controls the engine 12, that is, the throttle device 12c, the ignition device 12d, and the fuel supply device 12e, so that the rotational speed of the engine 12 is brought close to the target engine speed R1 determined in step S3.

[0065] In addition, the motor control unit 41c controls the drive motor 13 to start the synchronous control at the second time Ts2. The motor control unit 41c retroactively controls the drive motor 13 so that the speed of the drive motor 13 is brought close to the target motor speed R2 determined in step S3.

[0066] In addition, the shift control unit 41e controls the shift actuator 30 so as to start the control for moving the claw 24 at the third time point Ts3.

[0067] The shift control unit 41e determines whether the shift operation corresponding to the shift command is completed (step S7). Specifically, the shift control unit 41e determines whether the claw 24 is engaged with the second gear 23b2. For example, the shift control unit 41e determines whether a drum angle detected by the gear position sensor 31 corresponds to the target drum angle determined in step S3.

[0068] If the shift control unit 41e does not determine that the shift operation corresponding to the shift command is completed (step S7: NO), the synchronous control, that is, the closed-loop speed control, continues. Furthermore, if the shift control unit 41e determines that the shift operation corresponding to the shift command is completed (step S7: YES), the processing returns to the torque control in step S1.

[0069] Next, the operation and effect of the transmission control device 40 according to the present embodiment will be described with reference to Fig. 8 described. Fig. 8 is a graph illustrating an example of a change in the drive motor speed, a change in the engine speed, and a change in the total output torque when a downshift is performed at the shift switch 17 during driving in the HEV mode. Fig. Figure 8 shows three graphs of the motor speed, the drive motor speed, and the total output torque arranged in an up-down direction so that the time axes coincide with each other. The total output torque is the sum of the output torque of the motor 12 and the output torque of the drive motor 13 at each time point.

[0070] The upper diagram in Fig. 8 illustrates the change in motor speed. In this graph, a dashed-dotted line indicates a command value, that is, a command speed for performing feedback control of the motor speed, and a solid line indicates an actual speed of the motor 12 when the motor 12 is controlled based on the command value. As shown in the graph, the actual speed of the motor 12 gradually increases from the first time point Ts1 at which synchronous control of the motor 12 is performed by the motor control unit 41b. At the first time point Tm1 at which a time D1 has elapsed from the first time point Ts1, a slope of the graph of the actual speed of the motor 12 becomes maximum. That is, the output torque of the motor 12, in other words, a rotational acceleration of the motor 12, becomes maximum. Thereafter, the output torque of the motor 12 decreases, and the speed of the motor 12 reaches the target speed R1 and is maintained.

[0071] The diagram in the middle of Fig. Figure 8 illustrates the change in the drive motor speed. In this diagram, a dashed dotted line indicates a command value, that is, a command speed for performing drive motor speed control, and a solid line indicates an actual speed of the drive motor 13 when the drive motor 13 is controlled based on the command value. As shown in this diagram, the second time point Ts2 at which the motor 13 starts to control to start synchronous control is later in time than the first time point Ts1.

[0072] Unlike the actual rotational speed of the motor 12, the actual rotational speed of the drive motor 13 increases rapidly when a small time elapses from the second time point Ts2 at which the synchronous control of the drive motor 13 is started by the motor control unit 41c. This is because an output response of the drive motor 13 to an output change command is higher than an output response of the motor 12 to an output change command. At the second time point Tm2, ​​at which a time D2 elapses from the second time point Ts2, a slope of the graph of the actual rotational speed of the drive motor 13 becomes maximum. That is, the output torque of the drive motor 13, in other words, a rotational acceleration of the drive motor 13, becomes maximum. Thereafter, the output torque of the drive motor 13 decreases, and the rotational speed of the drive motor 13 reaches the target rotational speed R2 and is maintained.

[0073] In this way, by setting the second time Ts2 after the first time Ts1, the first time Tm1, at which the output torque of the motor 12 becomes maximum before the target speed R1 of the motor 12 is reached, and the second time Tm2, ​​at which the output torque of the drive motor 13 becomes maximum before the target speed R2 of the drive motor 13 is reached, are brought close to each other. In Fig. 8, the first time point Tm1 and the second time point Tm2 are shown to coincide with each other in time.

[0074] The bottom diagram in Fig. 8 represents the change in the total output torque of the motor 12 and drive motor 13 by a solid line. The total output torque becomes maximum at a time corresponding to the first time Tm1 and the second time Tm2.

[0075] In addition, in the bottom diagram in Fig. 8, a change in the total output torque of the motor 12 and the drive motor 13 according to a comparative example is shown by a dashed double-dotted line. The comparative example is the total output torque when the synchronous control of the motor 13 is started at the first time point Ts1 at which the synchronous control of the motor 12 is started. In other words, the total output torque indicated by the dashed double-dotted line is the total output torque when the synchronous control of the motor 12 and the synchronous control of the drive motor 13 are started simultaneously.

[0076] The total output torque of the comparative example increases relatively earlier than the total output torque of the present embodiment from the time the synchronous control of the motor 12 is started. This is due to the high power response of the drive motor 13. That is, when the synchronous control of the motor 12 and the drive motor 13 is started at the same time, the torque applied to the input shaft 21 is initially dominated by the torque applied by the drive motor 13, and then by the torque applied by the motor 12. Therefore, since the time at which the output torque of the motor 12 becomes maximum and the time at which the output torque of the drive motor 13 becomes maximum are relatively far apart, the total output torque or the rotational speed of the input shaft 21 changes slightly overall in the comparative example.

[0077] In addition, a peak value of the total output torque according to the present embodiment is higher than that of the total output torque according to the comparative example. This is because the timing at which the output torque of the motor 12 becomes maximum and the timing at which the output torque of the drive motor 13 becomes maximum are relatively close to or the same. Accordingly, the rotational speed of the input shaft 21 near the timing at which the torque transmitted from the motor 12 to the drive shaft 21 becomes maximum can be greatly changed in a short time. Therefore, it is easy to match the rotational speed of the claw 24 and the rotational speed of the second gear 23b2, and consequently, smooth engagement of the claw 24 with the second gear 23b2 can be realized.

[0078] Furthermore, in the present embodiment, the time difference between the first time Tm1 and the second time Tm2, ​​that is, the time difference between the time at which the torque transmitted from the engine 12 to the input shaft 21 becomes maximum and the time at which the torque transmitted from the drive motor 13 to the input shaft 21 becomes maximum, is set to be equal to or less than the predetermined time. Consequently, it is easy to quickly change the rotational speed of the input shaft 21 near the time at which the torque transmitted from the engine 12 to the input shaft 21 becomes maximum.

[0079] Additionally, in the present embodiment, the processor 41 determines the first time point Ts1 or the second time point Ts2 so that the first time point Tm1 and the second time point Tm2 coincide with each other. Accordingly, the control for rapidly changing the rotational speed of the input shaft 21 can be implemented by a simpler method near the time point at which the torque transmitted from the engine 12 to the input shaft 21 becomes maximum.

[0080] Furthermore, in the present embodiment, a control start timing of the shift actuator 30 is also determined based on the determined first timing Ts1 or the determined second timing Ts2. Therefore, it is easy to perform control for performing smooth engagement at the time of movement of the claw 24.

[0081] Additionally, in the present embodiment, the processor 41 determines the third time Ts3 to be after the first time Ts1 and before the first time Tm1. The movement of the claw 24 can be started before the torque transmitted from the engine 12 to the input shaft 21 becomes maximum. This makes it possible to prevent a rapid increase in the speed difference of the claw 24 or the first gear 23b1 before the claw 24 starts moving and is completely disengaged from the first gear 23b1, and thus it is possible to prevent the second surface 25b of the first gear 23b1 from colliding with the claw 24.

[0082] Additionally, in the present embodiment, the third time point Ts3 is determined so that the claw 24 is in the disengaged state at the first time point Tm1 and the second time point Tm2, ​​in which the claw 24 is not engaged with any of the plurality of transmission gear pairs 23. Therefore, it is possible to prevent a rapid increase in the speed difference of the claw 24 or the first gear 23b1 before the claw starts moving and is completely disengaged from the first gear 23b1.

[0083] In Fig. Figure 9 is a graph showing an example of a change in engine speed and a change in engine speed at the time of upshifting. Although the change in engine speed, the change in engine speed, and the change in total output torque when a downshift command is present, together with Fig. 8, the transmission control device 40 achieves the same effects not only when a downshift command is present, but also when an upshift command is present. Fig. 8 and Fig. 9 differ in whether the speed is increased or decreased, and therefore the description of Fig. 9 omitted. < First modification >

[0084] Even in the case of the same type of drive motor, there may be individual differences between the drive motors in terms of torque characteristics, output response, and the like. When such individual differences exist, in a case where a method for determining a starting timing of synchronous control capable of performing smooth engagement and disengagement of a claw by a certain prime mover is applied to a different prime mover, there is a possibility that smooth engagement and disengagement of the claw may not be performed by another prime mover. In the present first modification, such a problem is solved.

[0085] That is, in the transmission control device 40 according to the first modification, a behavior parameter indicating a behavior of the claw 24 when the synchronous control is executed based on the first time point Ts1 or the second time point Ts2 determined by the processor 41 (more specifically, the time point determining unit 41g) is stored in the memory 42 as a past indication in association with time point information related to the first time point Ts1 or the second time point Ts2.

[0086] The historical data may include the behavioral parameters and timing information related to at least the first time point Ts1, the second time point Ts2, or the third time point Ts3. The timing information may be obtained with respect to a method for determining at least the first time point Ts1, the second time point Ts2, or the third time point Ts3, for example, a method for calculating a first delay time, a method for calculating a second delay time, a time interval between the first time point Ts1 (or the second time point Ts2) and the third time point, and the like. For example, the historical data may be stored in the memory 42. The timing determination unit 41g may consider the behavioral parameters of a plurality of pieces of historical data.

[0087] The behavior parameter may be a parameter that directly or indirectly indicates the behavior of the claw 24. For example, a rotation angle of the shift drum 29 detected by the gear position sensor 31 may be mentioned as a behavior parameter. This is because the presence or absence of a collision between the claw 24 and the transmission gear pair 23 and a degree of the collision can be detected by the rotation angle of the shift drum 29. It is desirable that the behavior parameter be capable of detecting whether the claw 24 can be smoothly disengaged from the transmission gear 23 in the first transmission gear position or whether the claw 24 can be smoothly engaged with the transmission gear 23 in the second transmission gear position.

[0088] At the time of determining the first time Ts1 or second time Ts2 next time or later, the processor 41 determines the first time Ts1 or second time Ts2 taking into account the behavioral parameters of the historical data stored in the memory 42. At the time of determining the first time Ts1 or second time Ts2 next time or later, the processor 41 may determine at least the first time Ts1, the second time Ts2, or the third time Ts3 taking into account the behavioral parameters of the historical data stored in the memory 42.

[0089] The method for determining the timing by considering the historical data is not particularly limited. For example, by executing a predetermined determination program stored in the memory 42, the processor 41 can determine whether the historical data stored in the memory 42 is success data relating to the success of the smooth engagement or disengagement of the claw 24, or failure data relating to a failure. In this case, if the historical data is the success data, the processor 41 can determine the first timing Ts1 or the second timing Ts2 using the same method as the previous time, even the next time or later.If the historical data is error data, the processor 41 may correct the first time point Ts1 or the second time point Ts2 calculated by a method corresponding to the error data at the next or later time point determination by a predetermined correction method. Assume that, as the correction method, a method for calculating the delay time may be changed, or a time interval between the third time point Ts3 and the first time point Ts1 may be changed.

[0090] According to the first modification, even if there is an individual difference in the drive motors, different timings are determined by considering the historical data corresponding to each drive motor. Therefore, it is possible to compensate for variations in the characteristics of the respective drive motors to perform smooth engagement and disengagement of the claw 24. < Second modification >

[0091] Even for the same prime mover, the torque characteristics, output response, and the like may change depending on environmental factors. For example, if the viscosity of a coolant (e.g., oil) that cools an engine decreases due to a rise in the coolant temperature, mechanical loss of the engine occurs, and engine characteristics may be deteriorated. Even if smooth engagement and disengagement of the claw can be performed in a certain situation with respect to a certain prime mover, smooth engagement and disengagement of the claw may not be performed in another situation. In the present second modification, such a problem is solved.

[0092] That is, in the transmission control device 40 according to the second modification, the processor 41 detects an environmental parameter that affects the output response or torque characteristic of the engine 12 or drive motor 13. As an environmental parameter, for example, the temperature of the coolant that cools the engine 12 is detected by the coolant temperature sensor 36. This is because the viscosity of the coolant, which decreases with an increase in the temperature of the coolant, may affect the torque characteristic and output response of the engine 12. The processor 41 can detect a variety of environmental parameter types.

[0093] The processor 41 determines the first time point Ts1 or the second time point Ts2 based on the detected environmental parameter. The processor 41 may determine at least the first time point Ts1, the second time point Ts2, or the third time point Ts3 based on the environmental parameter. For example, correspondence information indicating a correspondence relationship between a value of the environmental parameter and the first delay time D1 or a correspondence relationship between the value of the environmental parameter and the second delay time D2 may be stored in the memory 42. In this case, the processor 41 may determine at least the first delay time D1 or the second delay time D2 based on the detected environmental parameter and the information indicating the correspondence relationship stored in the memory 42.

[0094] According to the second modification, the timing can be appropriately determined in accordance with the environment and situation in which the device is used.

[0095] The ambient parameter is not limited to the coolant temperature. For example, the motorcycle 1 may have an atmospheric pressure sensor that detects atmospheric pressure at a location where the motorcycle 1 is located, and the ambient parameter may include the atmospheric pressure detected by the atmospheric pressure sensor. < Other embodiments >

[0096] The present disclosure is not limited to the embodiments described above, and the configuration thereof may be changed, added, or deleted.

[0097] For example, in the above embodiment, the claws 24 are integral with the idler gears 23a, but the claws 24 may be separate from the idler gears 23a. Instead of making the idler gear 23a slidable with respect to the input shaft 21 or output shaft 22, for example, a drive ring may be provided with the claw 24, which is slidable with respect to the input shaft 21 or output shaft 22. Furthermore, the claws do not need to be arranged around the input shaft 21 and output shaft 22, and the claws may be arranged only around the input shaft 21 or output shaft 22 in all transmission gear positions.

[0098] In Fig.3 to 5, the transmission gear 23 is illustrated with both the claw 24 at the first gear position, which is the current gear position, and the claw 24 at the second gear position, which is the next gear position, but the gear transmission may not include such a transmission gear. That is, the claw 24 at the first gear position and the claw 24 at the second gear position, which is the next gear position, may be provided in separate transmission gears 23 or in separate drive rings.

[0099] The first timing or second timing may be a variable timing that changes according to a predetermined setting condition. The timing determining unit may determine the first timing or second timing according to at least one of the gear ratio at the first transmission gear position, the input shaft rotational speed at the first transmission gear position, the output shaft rotational speed at the first transmission gear position, the gear ratio (i.e., the reduction ratio) at the second transmission gear position, the input shaft rotational speed at the second transmission gear position, the output shaft rotational speed at the second transmission gear position, the output torque of the engine 12, and the output torque of the drive motor 13.For example, the timing determination unit 41g may change the first delay time D1 based on the engine speed, the gear ratio, the presence or absence of acceleration or deceleration, the upshift or downshift, the vehicle speed, the charged or discharged state of an integrated starter generator (ISG), a torque map, a starting air amount, and an air-fuel ratio. Additionally, the timing determination unit 41g may change the second delay time D2 based on a battery temperature, an engine temperature, an allowable discharge amount of a battery, the torque map, the gear ratio, the presence or absence of acceleration or deceleration, the upshift or downshift, and the vehicle speed.

[0100] Furthermore, in the above embodiment, an example was described in which the first prime mover is an internal combustion engine and the second prime mover is an electric motor, but the types of the first prime mover and second prime mover are not limited to this. For example, the first prime mover or second prime mover may be an internal combustion engine, an external combustion engine, an electric motor, a turbomachine, or the like. The type of engine is not particularly limited and may be, for example, a reciprocating engine or a rotary engine. The engine may be, for example, a gasoline engine or a diesel engine. The engine may be, for example, a two-stroke engine or a four-stroke engine. The first prime mover and the second prime mover may be the same type of prime mover.

[0101] Additionally, since the first prime mover in the above embodiment is an internal combustion engine and the second prime mover is an electric motor, the output response of the electric motor is always higher than the output response of the internal combustion engine. However, depending on the type of prime mover, the output response of one of the two prime movers may be higher or lower than that of the other prime mover, depending on conditions such as the temperature and output torque of the respective prime mover. In such a case, the processing circuit can determine which of the two prime movers has a high output response based on a situation in which the switching command is detected.The prime mover with high output response can be used as the second prime mover, and the first prime mover with low output response can be used as the first prime mover. This type of determination is unnecessary when using two prime movers, where the output response of one prime mover is always higher than the output response of the other prime mover.

[0102] In this way, the first prime mover and second prime mover can transmit both the driving force of the first prime mover and the driving force of the second prime mover to the input shaft of the gear transmission and have a relationship in which the output response of the second prime mover to the output change command is higher, or may be higher, than the output response of the first prime mover to the output change command.

[0103] The method for determining the first and second timings is not limited to the method described in the above embodiment. For example, in the above embodiment, the first timing or the second timing is determined such that the first timing at which the motor output torque becomes maximum from the time the motor synchronous control is started coincides with the second timing at which the motor output torque becomes maximum from the time the motor synchronous control is started.

[0104] In addition, in the above embodiment, the first timing and the second timing are determined based on the first delay time to the first timing and the second delay time to the second timing, but the method for determining the first timing and the second timing is not limited to this. For example, only the first timing or second timing may be determined based on the first delay time and the second delay time. For example, only the second timing may be determined based on the first delay time and the second delay time, and the first timing may be determined to be started after the second timing is determined. One or both of the first timing and the second timing may be determined based on only one of the first and second delay times.

[0105] Moreover, the method for determining the third timing, which is the timing at which the control for moving the claw is started, is not limited to the method described in the above embodiment.

[0106] For example, in the above embodiment, the third timing is determined based on the first timing or the second timing, but the third timing may be determined independently of the first timing or the second timing.

[0107] For example, in the above embodiment, the third timing is determined such that the claw is in the disengaged state in which the claws are not engaged with any of the plurality of transmission gear pairs at the first timing and the second timing, but the third timing may be determined such that the claw is in a state of entering an accommodating space of the transmission gear pair at the first transmission gear position at the first timing and the second timing.

[0108] For example, in the above embodiment, the third time point is determined to be after the first time point and before the first time point, but the third time point may also be before the first time point or after the first time point.

[0109] The command may be transmitted from another device instead of the shifter. Additionally, the transmission control device may automatically generate the shift command. For example, the transmission control device may store a transmission map that defines a relationship between vehicle speed, engine speed, throttle opening, and transmission timing, or may automatically generate the shift command based on the transmission map.

[0110] The vehicle is not limited to a motorcycle. The vehicle may also be, for example, a tricycle or a four-wheeled motor vehicle. In the above embodiment, the transmission control device 40 was described for the drive system of the motorcycle 1, but the transmission control device can also be applied to a drive system of another type of vehicle, such as a tricycle or a four-wheeled vehicle.

[0111] In addition, the transmission control device is also suitable for a shifting operation in a system other than a drive system of a vehicle, such as a machine tool.

[0112] The functions of the elements disclosed in this specification may be performed using a circuit or processing circuitry including a general-purpose processor, a dedicated processor, an integrated circuit, application-specific integrated circuits (ASICs), prior art circuitry, or any combination thereof configured or programmed to perform the disclosed functions. Because the processor includes a transistor and other circuitry, it is considered a processing circuit or circuitry. In this disclosure, a circuit, unit, or device is hardware that performs the listed functions or hardware that is programmed to perform the listed functions.The hardware may be the hardware described in this specification, but may also be other known hardware programmed or configured to perform the listed functions. In the case of a processor, where the hardware is considered a type of circuit, the circuit, device, or unit is a combination of hardware and software, and the software is used to configure the hardware or processor.

[0113] A transmission control device according to one aspect of the present disclosure is a transmission control device including, in a system, a first prime mover and a second prime mover that differ from each other in output response to an output change command, and a gear transmission having an input shaft and an output shaft to which a driving force of the first prime mover and a driving force of the second prime mover are transmitted, a plurality of transmission gears, and a claw that moves with respect to the input shaft and the output shaft and selectively engages one of the plurality of transmission gears, wherein the first prime mover and the second prime mover are controlled. The control device includes a processing circuit.The processing circuit is configured to calculate a target rotational speed of the first prime mover and a target rotational speed of the second prime mover for synchronous control to bring either a rotational speed of the claw at a second transmission gear position or a rotational speed of the transmission gear at the second transmission gear position close to the other in accordance with a shift command for shifting from a first transmission gear position to a second transmission gear position, and to determine a first timing, which is a timing at which the synchronous control of the first prime mover is started, or a second timing, which is a timing at which the synchronous control of the second prime mover is started, such that the second timing is later than the first timing.

[0114] According to the above configuration, when the output response of the second prime mover is higher than the output response of the first prime mover, the second timing is set after the first timing, so that the first timing at which the output torque of the first prime mover becomes maximum and the second timing at which the output torque of the second prime mover becomes maximum are close to each other. Accordingly, the rotational speed of the input shaft near the timing at which the torque transmitted from the first prime mover and second prime mover to the input shaft becomes maximum can be significantly changed in a short time. Therefore, the rotational speed of the claw and the transmission gear can be easily adjusted during the shifting operation, and consequently, smooth engagement of the claw with the transmission gear can be realized.

[0115] The first timing or the second timing may be a variable timing that is changed in accordance with a predetermined setting condition.

[0116] The processing circuit may calculate a first delay time from the start of the synchronous control of the first drive machine to the first time point at which the output torque of the first drive machine becomes maximum until the target speed of the first drive machine is reached, calculate a second delay time from the start of the synchronous control of the second drive machine to the second time point at which the output torque of the second drive machine becomes maximum until the target speed of the second drive machine is reached, and determine the first time point or the second time point based on the calculated first delay time and the calculated second delay time such that a time difference between the first time point and the second time point is equal to or less than a predetermined time.According to this configuration, the rotational speed of the input shaft can be easily and quickly changed near the time when the torque transmitted from the first prime mover to the input shaft becomes maximum.

[0117] The processing circuit can determine the first time or the second time such that the first time and the second time coincide with each other. Consequently, the control for rapidly changing the speed of the input shaft near the time at which the torque transmitted from the first prime mover to the input shaft becomes maximum can be implemented by a simpler method.

[0118] The system may further include a shift actuator controlled by the transmission control device and generating power to move the claw. The processing circuit may determine a third timing point, which is a timing point at which control to move the claw is started based on the determined first timing point or the determined second timing point. According to this configuration, the control start timing of the shift actuator is also determined based on the determined first timing point or the determined second timing point. Therefore, it is easy to execute control to perform smooth clutch disengagement and engagement at the time of movement of the claw.

[0119] The processing circuit can calculate a first delay time from the start of the synchronous control of the first drive motor to a first time point at which the output torque of the first drive motor becomes maximum until the target speed of the first drive motor is reached, and determine the third time point to be after the first time point and before the first time point. Consequently, the movement of the claw can be started before the time point at which the torque transmitted from the first drive motor to the input shaft becomes maximum.Therefore, it is possible to prevent a rapid increase in the speed difference of the claw at the first gear position or the gear pair at the first gear position before the claw at the first gear position starts to move and is completely disengaged from the transmission gear in the first gear position, and thus it is possible to prevent a collision between the gear pair and the claw in the previous gear position.

[0120] The processing circuit may calculate a first delay time from the start of synchronous control of the first prime mover to a first time point at which the output torque of the first prime mover becomes maximum until the target speed of the first prime mover is reached, calculate a second delay time from the start of synchronous control of the second prime mover to a second time point at which the output torque in the second prime mover becomes maximum until the target speed of the second prime mover is reached, and determine the third time point so that the claw is in a disengaged state in which the claw is not engaged with any of the plurality of transmission gears at the first time point and the second time point. Consequently, a rapid increase in the speed difference of the claw or the gear pair in the previous transmission gear position can be further prevented.

[0121] Further, a memory configured to store, as a history, a behavior parameter indicative of a behavior of the claw when the synchronous control is executed based on the first time point or the second time point determined by the processing circuit in conjunction with time point information related to the first time point or the second time point may be included, and the processing circuit may determine the first time point or the second time point taking into account the history data at the time of determining the first time point or the second time point next time or later.Consequently, even if there is an individual difference in the prime movers, it is possible to compensate for a change in the characteristics of each prime mover to perform smooth engagement or disengagement of the claw by taking into account the historical data corresponding to each prime mover.

[0122] The processing circuit can detect an environmental parameter that affects the output response or torque characteristic of the first prime mover or second prime mover, and determine the first timing or second timing based on the environmental parameter. Consequently, it is possible to appropriately determine a timing in accordance with the environment and situation in which the device is used.

[0123] The processing circuit may determine the first time or second time in accordance with at least one of a gear ratio at the first transmission gear position, a speed of the input shaft at the first transmission gear position, a speed of the output shaft at the first transmission gear position, a gear ratio at the second transmission gear position, a speed of the input shaft at the second transmission gear position, a speed of the output shaft at the second transmission gear position, an output torque of the first prime mover, and an output torque of the second prime mover.

[0124] The first drive motor is an internal combustion engine, and the second drive motor is an electric motor. The present disclosure can be applied, for example, to a transmission control device installed in a hybrid vehicle. List of reference symbols 1 motorcycle 2 front wheel 3 rear wheel 4 vehicle body frames 5 front suspension 6 rear suspension 7 Bracket 8 Handle 9 Fuel tank 10 seats 11 Drive unit 12 Engine 12a cylinder 12b Crankshaft 12c throttle device 12d ignition device 12e Fuel supply device 13 Drive motor 14 Crankcase 17 switching switches 19 Clutch actuator 20 gear transmissions 21 Input shaft 22 Output shaft 23 gear pairs 23a Idler gear 23b Idle gear 24 claws 25a first area 25b second area 26 Switching mechanism 27a, b, c shift fork 28 Support shaft 29 Shift drum 30 shift actuator 31 Gear position sensor 32 Accelerator pedal operation amount sensor 33 Engine speed sensor 34 Engine speed sensor 35 Output shaft speed sensor 36 Coolant temperature sensor 40 Transmission control device 41 processor 41a Mode switching unit 41b Engine control unit 41c Engine control unit 41d clutch control unit 41e switching control unit 41f Target determination unit 41g Time determination unit 42 storage

Claims

[1] A transmission control device (40) configured to control a first prime mover (12) and a second prime mover (13) whose output responses to an output change command are different from each other in a system, the system comprising the first prime mover (12), the second prime mover (13), and a gear train (20), the gear train (20) comprising an input shaft (21) to which a driving force of the first prime mover (12) and a driving force of the second prime mover (13) are transmitted, an output shaft (22), a plurality of transmission gears (23), and a claw (24) configured to move the input shaft (21) and the output shaft (22) to selectively engage one of the plurality of transmission gears (23), the control device (40) comprising: - a processing circuit (41), wherein - the transmission control device (40) causes the processing circuit (41) to execute a process, the process comprising: - calculating, in response to a shift command for shifting from a first transmission gear position to a second transmission gear position, a target rotational speed of the first prime mover (12) and a target rotational speed of the second prime mover (13) for synchronous control that brings a rotational speed of the claw (24) at the second transmission gear position or a rotational speed of the transmission gear (23) at the second transmission gear position close to the other; and - determining a first time Ts1 or a second time Ts2 such that the second time Ts2 is later than the first time Ts1, wherein the first time Ts1 is a time at which the synchronous control of the first drive machine (12) is started, and the second time Ts2 is a time at which the synchronous control of the second drive machine (13) is started, - wherein the synchronous control is performed in a state in which each of the driving forces of the first drive machine (12) and the second drive machine (13) is transmitted to the input shaft (21), and - wherein the synchronous control is a control for changing each of the rotational speeds of the first drive machine (12) and the second drive machine (13) to each target rotational speed. [2] Transmission control device (40) according to claim 1, wherein - the first time point Ts1 or the second time point Ts2 is a variable time point which is changed in accordance with a predetermined setting condition. [3] Transmission control device (40) according to claim 1 or 2, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - calculating a first delay time (D1) from a starting time at which the synchronous control of the first drive machine (12) is started to a first time Tm1 at which the output torque of the first drive machine (12) becomes maximum, until the target speed of the first drive machine (12) is reached during the synchronous control; - calculating a second delay time (D2) from a starting time at which the synchronous control of the second drive machine (13) is started to a second time Tm2 at which the output torque of the second drive machine (13) becomes maximum, until the target speed of the second drive machine (13) is reached during the synchronous control; and - Determining the first or second time Ts1, Ts2 on the basis of the calculated first delay time (D1) and the calculated second delay time (D2) such that a time difference between the first time Tm1 and the second time Tm2 is equal to or less than a predetermined time. [4] Transmission control device (40) according to claim 3, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - Determining the first time Ts1 or second time Ts2 such that the first time Tm1 and the second time Tm2 coincide with each other. [5] Transmission control device (40) according to one of claims 1 to 4, wherein - the system further comprises a shift actuator (30) controlled by the transmission control device (40) and configured to generate power to move the claw (24), and - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - determining a third time Ts3 on the basis of the determined first time Ts1 or the determined second time Ts2, wherein the third time Ts3 is a time at which the control for moving the claw (24) is started. [6] Transmission control device (40) according to claim 5, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - calculating a first delay time (D1) from a starting point at which the synchronous control of the first drive machine (12) is started to a first time Tm1 at which the output torque of the first drive machine (12) becomes maximum, until the target speed of the first drive machine (12) is reached; and - Determining the third time Ts3, which is after the first time Ts1 and before the first time Tm1. [7] Transmission control device (40) according to claim 5 or 6, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - calculating a first delay time (D1) from a starting point at which the synchronous control of the first drive machine (12) is started to a first time Tm1 at which the output torque of the first drive machine (12) becomes maximum, until the target speed of the first drive machine (12) is reached; - calculating a second delay time (D2) from a starting point at which the synchronous control of the second drive machine (13) is started to a second time Tm2 at which the output torque of the second drive machine (13) becomes maximum, until the target speed of the second drive machine (13) is reached; and - Determining the third time Ts3 such that the claw (24) is in a non-engagement state at the first time Tm1 and the second time Tm2, ​​in which the claw (24) is not in engagement with any of the plurality of transmission gears (23). [8] Transmission control device (40) according to one of claims 1 to 7, further comprising: - a memory (42) arranged to store, as a history, a behavior parameter indicative of a behavior of the claw (24) when the synchronous control is carried out on the basis of the first time Ts1 or the second time Ts2 determined by the processing circuit (41) in conjunction with time information relating to the first time Ts1 or the second time Ts2, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - Determining the first time point Ts1 or the second time point Ts2 taking into account the past data when determining the first time point Ts1 or the second time point Ts2 from the next time. [9] Transmission control device (40) according to one of claims 1 to 8, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - detecting an environmental parameter that influences the output response or the torque characteristic of the first drive machine (12) or the second drive machine (13); and - Determining the first time Ts1 or the second time Ts2 based on the environmental parameter. [10] Transmission control device (40) according to one of claims 1 to 9, wherein - the transmission control device (40) causes the processing circuit (41) to execute the process, the process further comprising: - Determining the first time Ts1 or the second time Ts2 in accordance with at least: - a gear ratio in the first gear position; - a rotational speed of the input shaft (21) at the first gear position; - a speed of the output shaft (22) at the first gear position; - a gear ratio in the second gear position; - a rotational speed of the input shaft (21) at the second transmission gear position; - a speed of the output shaft (22) at the second transmission gear position; - the output torque of the first drive machine (12); or - the output torque of the second drive machine (13). [11] Transmission control device (40) according to one of claims 1 to 10, wherein - the first drive machine (12) is an internal combustion engine and the second drive machine (13) is an electric motor. [12] Transmission control device (40) according to one of claims 1 to 11, wherein - the output response to the output change command of the second drive machine (13) is greater than the output response to the output change command of the first drive machine (12). [13] Transmission control device (40) according to one of claims 1 to 12, further comprising: - a main clutch (18) for switching a power transmission state between the second drive machine (13) and the input shaft (21), wherein - the synchronous control is carried out in a state in which the main clutch (18) is in a connected state. [14] Transmission control device (40) according to one of claims 1 to 13, wherein - in the synchronous control, a period for changing the speed of the first drive machine (12) and a period for changing the speed of the second drive machine (13) overlap. [15] Transmission control device (40) according to one of claims 1 to 14, wherein - the processing circuit (41) starts a command speed to the second drive machine (13) before starting a command to move the claw (24).

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