JP2007092665A - Transmission for vehicle - Google Patents

Transmission for vehicle Download PDF

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Publication number
JP2007092665A
JP2007092665A JP2005283959A JP2005283959A JP2007092665A JP 2007092665 A JP2007092665 A JP 2007092665A JP 2005283959 A JP2005283959 A JP 2005283959A JP 2005283959 A JP2005283959 A JP 2005283959A JP 2007092665 A JP2007092665 A JP 2007092665A
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Japan
Prior art keywords
transmission
torque
continuously variable
speed
stepped
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Pending
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JP2005283959A
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Japanese (ja)
Inventor
Tetsuya Fukuya
Ayaichi Otaki
Shoji Suga
綾一 大滝
鉄也 福家
章二 菅
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Nissan Motor Co Ltd
日産自動車株式会社
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Priority to JP2005283959A priority Critical patent/JP2007092665A/en
Publication of JP2007092665A publication Critical patent/JP2007092665A/en
Pending legal-status Critical Current

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Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of torque contraction in a torque phase due to an upshift of a stepped sub-transmission in a vehicle transmission device including a stepped sub-transmission and a continuously variable main transmission.
In a transmission including a stepped sub-transmission in which a first-speed to second-speed shift is performed by engaging a high-speed stage selection clutch, and a continuously variable main transmission at the rear stage of the stepped sub-transmission. In the torque phase in the first-speed-to-second-speed upshift, an engine torque correction value proportional to the transmission torque of the high-speed stage selection clutch is set, and the engine torque is increased and corrected based on the correction value.
[Selection] Figure 3

Description

  The present invention includes a stepped sub-transmission that shifts by engaging and releasing a friction element, and a continuously variable main transmission connected to the output side of the stepped sub-transmission, and the engine torque is supplied to the stepped sub-transmission. The present invention relates to a transmission for a vehicle that transmits to drive wheels via a sub-transmission and a continuously variable main transmission.

In Patent Document 1, in a continuously variable transmission for a vehicle having a sub-transmission that is selectively switched to a plurality of forward gears, changes in the input shaft rotational speed are suppressed when the sub-transmission is upshifted. As described above, a technique is disclosed in which the generation of inertia torque such as an engine or a torque converter is eliminated and the occurrence of shift shock due to inertia torque is suppressed by rapidly decelerating the continuously variable transmission.
Japanese Patent Laid-Open No. 05-079554

By the way, according to the above-described conventional device, it is possible to suppress the torque change due to the inertia. However, in the torque phase, the drop in the drive torque proportional to the change in the transmission torque of the friction element based on the interstage ratio of the stepped sub-transmission ( There is a problem that torque is lost.
The present invention has been made in view of the above problems, and in a vehicle transmission device including a stepped sub-transmission and a continuously variable main transmission, in a torque phase due to an upshift of the stepped sub-transmission, torque is provided. The purpose is to avoid the occurrence of closing.

  Therefore, the vehicle transmission according to the present invention is characterized in that the torque of the engine is corrected so that the drive shaft torque becomes constant in the torque phase in the upshift of the stepped sub-transmission.

  According to the above configuration, in the torque phase in the upshift of the stepped sub-transmission, the drive torque drops in proportion to the change in the transmission torque of the friction element based on the interstage ratio of the stepped sub-transmission. The torque of the engine is corrected so as to offset the drop in the engine torque, and the driving torque can be kept constant in the torque phase.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic diagram showing the configuration of a vehicle transmission apparatus according to an embodiment of the present invention.
In the vehicle power transmission system shown in FIG. 1, the rotation from the engine 1 is transmitted to the forward / reverse switching mechanism 4 through the stepped sub-transmission 2 which is a forward two-stage transmission, and further to the continuously variable main transmission 3. Is transmitted to a drive wheel (not shown).

  The forward / reverse switching mechanism 4 transmits the engine rotation from the stepped sub-transmission 2 as it is by engaging the forward clutch 4a during forward travel in the D range, and reverse travel during reverse travel in the R range. By engaging the brake 4b, the engine rotation from the stepped sub-transmission 2 is decelerated and transmitted in reverse, and both the forward clutch 4a and the reverse brake 4b are released during parking in the P and N ranges. Thus, the engine rotation from the stepped sub-transmission 2 is not transmitted to the subsequent stage.

The continuously variable main transmission 3 is a toroidal-type continuously variable transmission, and two toroidal transmission units (a front side toroidal transmission unit 5 and a rear side toroidal transmission unit 6) are arranged coaxially back to back as will be described later. It becomes.
Each of the toroidal transmission units 5 and 6 includes an input disk 7, an output disk 8 coaxially disposed opposite to the input disk 7, and a pair of power rollers 9 interposed between the corresponding input / output disks 7 and 8. It has the same configuration.

Both toroidal transmission units 5 and 6 are arranged coaxially so that the output disks 8 are back to back, and the input disks 7 are rotationally engaged with the main shaft 10 so that the rotation from the forward / reverse switching mechanism 4 is shared. Each output disk 8 is input so as to be rotatable with respect to the main shaft 10.
The two output disks 8 are integrally coupled to each other via a hollow output shaft 11, and an output gear 12 is fixed on the hollow output shaft 11.

The output gear 12 meshes with a counter gear 14 pivotally supported at the front end of the counter shaft 13 to rotate the counter shaft 13, and the rotation of the counter shaft 13 is coaxially arranged behind the main shaft 10 via the output gear set 15. Is transmitted to the transmission output shaft 16.
Accordingly, the rotation from the forward / reverse switching mechanism 4 is transmitted in common to both input disks 7, and the rotation of the input disk 7 reaches the output disk 8 via the corresponding power roller 9, and this rotation is output from the common output gear 12. Then, the counter gear 14 and the counter shaft 13 meshing with this, and the output gear set 15 are sequentially taken out from the transmission output shaft 16.

Drive wheels (not shown) are connected to the rear stage of the transmission output shaft 16 via a differential gear or the like, and the torque of the engine 1 is transmitted to the stepped sub-transmission 20, the forward / reverse switching mechanism 4, It is transmitted to the drive wheels via the stage main transmission 19.
In the toroidal continuously variable main transmission 19, the transmission ratio between the input disk 7 and the output disk 8 is determined by the contact radius between the input disk 7 and the output disk 8, and the power roller 9 is tilted so that the contact radius is continuous. By continuously changing, a continuously variable transmission is realized.

The stepped sub-transmission 2 includes a simple planetary gear set 23, a high-speed stage selection clutch (friction element) 24, and a one-way clutch 25.
The simple planetary gear 23 includes a sun gear 23s, a ring gear 23r, a plurality of pinions 23p meshing with both gears, and a carrier 23c that rotatably supports the pinions 23p.

The carrier 23c is coupled to the input shaft of the forward / reverse switching mechanism 4 and also to the clutch hub of the high speed selection clutch 24.
The ring gear 23r cannot be rotated in the direction opposite to the rotation of the engine 1 by the one-way clutch 25.
The high-speed stage selection clutch 24 includes a clutch drum in addition to the above-described clutch hub. The clutch drum is coupled to the output shaft side of the engine 1 and is also coupled to the sun gear 23s of the simple planetary gear set 23. The

When the clutch drum of the high speed selection clutch 24 and the clutch hub are fastened by supplying hydraulic pressure, the engine rotation is transmitted to the input shaft of the forward / reverse switching mechanism 4 through the carrier 23c.
The engaged state of the high-speed stage selection clutch 24 is a high-speed stage selection state (direct connection stage selection state) of the stepped sub-transmission 2, in other words, a shift state to the second speed.

  On the other hand, when the hydraulic pressure is cut off and the gap between the clutch drum and the clutch hub of the high speed stage selection clutch 24 is released, the engine rotation is input to the sun gear 23s of the simple planetary gear 23, while the one-way clutch 25 is connected to the ring gear. Since the rotation of 23r in the direction opposite to that of the engine 1 is prevented, the carrier 23c is driven to rotate in the same direction while being decelerated. In other words, the low-speed stage selection state of the stepped sub-transmission 2 is 1 The speed is changed to speed.

Next, FIG. 2 is a block diagram schematically showing the configuration of the control system according to the transmission of the vehicle according to the present invention.
This control system includes the engine 1, the stepped sub-transmission 2, the forward / reverse switching mechanism 4, the continuously variable main transmission 3, the automatic transmission control unit (ATCU) 30, and the engine control module (ECM) 40. Comprising.

  The ATCU 30 is a unit that controls the stepped sub-transmission 2, the forward / reverse switching mechanism 4, and the continuously variable main transmission 3. From the continuously variable main transmission 3, information on the input shaft rotational speed and the output shaft rotational speed is obtained. From the ECM 40, information on the engine speed (rpm) and the accelerator opening is input, and based on these information, a gear shift command for a gear shift operation is sent to the continuously variable main transmission 3. A clutch engagement command for shifting operation is output to the machine 2, and an engine torque correction command is output to the ECM 40.

  On the other hand, the ECM 40 is a module that controls the engine 1, and inputs the accelerator opening based on the driver's accelerator 41 operation and the engine speed (rpm) from the engine 1 as information, and based on these information. A throttle opening command is output to the electric throttle of the engine 1 and information on the engine speed and the accelerator opening is output to the ATCU 30.

The flowchart of FIG. 3 shows a control process when the stepped sub-transmission 2 in the transmission according to the present invention is in the 1st speed → 2nd speed up shift, and the routine shown in FIG. 3 is incorporated in the ATCU 30 in advance as a control program. It shall be.
The control process shown in the flowchart of FIG. 3 below will be described with reference to the time chart of FIG.

In the flowchart of FIG. 3, first, in step S11, it is determined whether or not there is a request for an upshift from the first speed to the second speed in the stepped sub-transmission 2.
Here, the state in which the first-speed → second-speed upshift in the stepped sub-transmission 2 is required is obtained, for example, by a shift by the continuously variable main transmission 3 while the stepped sub-transmission 2 is in the first speed. This is a case where the total transmission ratio to be obtained can be obtained by the shift by the continuously variable main transmission 3 even in the second speed state of the stepped transmission 2.

If the stepped sub-transmission 2 is in a state where an upshift from the first speed to the second speed is required, the process proceeds to step S12.
In step S12, the hydraulic pressure is controlled so that the transmission torque of the high-speed stage selection clutch 24 is increased at a constant speed in order to shift the gear position of the stepped sub-transmission 2 from the first speed to the second speed, and the torque phase To migrate.

As shown in FIG. 4, when the transmission torque of the high-speed stage selection clutch 24 is increased and changed, the transmission is relatively performed on a route (hereinafter referred to as route 1) using the sun gear 23s of the simple planetary gear set 23 as an input. Torque will decrease.
Here, assuming that the transmission ratio of the stepped sub-transmission 2 in the first speed state is r and the output torque of the engine 1 is Te, the transmission torque of the route 1 is an increase change of the transmission torque of the high-speed stage selection clutch 24. As Te × r changes from 0 to 0, the transmission torque of the torque transmission path (hereinafter referred to as “route 2”) via the high-speed gear selection clutch 24 is changed from 0 to Te because the second gear is a direct coupling gear. Will change until.

  That is, in the torque phase when the gear position of the stepped sub-transmission 2 is increased from the first speed to the second speed, the output shaft torque of the stepped sub-transmission 2 before the start of the torque phase and the time when the torque phase is completed The output shaft torque of the stepped sub-transmission 2 causes a difference by the ratio between the steps of the stepped sub-transmission 2 even though the output torque of the engine does not vary. As a result, the drive shaft torque drops. Will end up.

Therefore, in the present embodiment, in the next step S13, in order to prevent the torque from dropping, the engine torque is corrected to increase so as to compensate for the drive shaft torque that decreases as the transmission torque of the high speed stage selection clutch 24 increases. In the torque phase, the drive shaft torque is kept constant.
Specifically, a torque correction amount proportional to the transmission torque of the high speed stage selection clutch 24 is set and output to the ECM 40 side.

The ECM 40 that has received the torque correction amount calculates a request value for increasing the throttle opening corresponding to the torque correction amount, and corrects the opening of the electric throttle based on this.
The engine torque can be corrected by correcting the increase in the intake air amount by the electric throttle, or by correcting the ignition timing, air-fuel ratio, valve timing, and the like. May be performed.

As described above, by correcting the engine torque in the torque phase according to the transmission torque of the high speed stage selection clutch 24, the drive shaft torque can be kept constant, and the drivability at the time of shifting is improved. Can do.
In step S14, it is determined whether or not the torque phase has shifted to the inertia phase.

Determination of the transition to the inertia phase can be made from, for example, the rotational relationship of the simple planetary gear set 23, the clutch hydraulic pressure, a signal correlated with the clutch hydraulic pressure, or the correction amount of the engine torque.
If it is determined that the torque phase has shifted to the inertia phase, the process proceeds to step S15.

In step S15, a target gear ratio in the shift of the continuously variable main transmission 3 that is simultaneously advanced in response to the shift from the first speed to the second speed of the stepped sub-transmission 2 is calculated.
The target gear ratio is set so that the total gear ratio of the stepped sub-transmission 2 and the continuously variable main transmission 3 is the same as that before the shift, corresponding to the shift from the first speed to the second speed of the stepped transmission 2. This is a change characteristic of the target gear ratio with respect to the elapsed time in the downshift in the continuously variable main transmission 3 to be made.

In the next step S16, the transmission torque of the high speed stage selection clutch 24 is controlled so that the ratio between the engine speed and the output shaft speed of the continuously variable main transmission 3, that is, the total speed ratio becomes constant.
When the target gear ratio of the continuously variable main transmission 3 is calculated in step S15, the transmission torque of the high-speed stage selection clutch 24 is decreased at a substantially constant speed in the control of the transmission torque in step S16. The target speed ratio of the continuously variable main transmission 3 is set so that the speed ratio is kept constant.

Further, in step S17, the engine speed is controlled to be constant by controlling the engine torque so that the engine torque is equal to the transmission torque of the high speed selection clutch 24 controlled in step S16. .
In step S18, it is determined whether or not the shift has been completed. If the shift has not been completed, the process returns to step S15 to repeat the arithmetic processing in steps S15 to S17. This routine is terminated.

Note that the end of the shift can be determined based on the rotational relationship of the simple planetary gear set 23, and when the end of the shift is determined, the engine torque correction is cancelled.
According to the above embodiment, in the 1st speed → 2nd speed up shift of the stepped sub-transmission 2 that does not change the total gear ratio, the drive shaft torque and the engine rotation speed can be kept constant from the start to the end of the shift. it can.

  By the way, in the above description, the case of the 1st speed → 2nd speed up shift of the stepped sub-transmission 2 in which the total gear ratio is not changed has been described, but the stepped sub-transmission accompanied by the change of the total gear ratio shown in the time chart of FIG. Even in the 1st speed → 2nd speed up shift of the machine 2, the engine torque is corrected in the torque phase in the same manner as described above, thereby preventing the occurrence of torque loss in the torque phase.

  Further, in the 1st speed → 2nd speed up shift of the stepped sub-transmission 2 accompanied by the change of the total speed ratio shown in the time chart of FIG. 5, in step S15, the target total speed ratio after the shift approaches at a constant speed. Thus, the target gear ratio in the continuously variable main transmission 3 is set, and in step S16, at the end of the shift of the continuously variable main transmission 3, the shift to the second speed of the stepped sub-transmission 2 is completed. The transmission torque of the high speed stage selection clutch 24 is controlled, and in step S17, the engine torque is corrected in accordance with the clutch transmission torque.

Therefore, even in the 1st speed → 2nd speed up shift of the stepped sub-transmission 2 with a change in the total gear ratio, it is possible to prevent the occurrence of torque reduction in the torque phase, while the drive torque / engine rotation is accompanied by the change in the total gear ratio The speed can be changed smoothly to improve the shift feeling.
In the above embodiment, a toroidal continuously variable transmission is used as the continuously variable main transmission 3. However, it is obvious that a belt-type continuously variable transmission may be used.

  Further, the stepped sub-transmission 2 is not limited to two forward gears, and may be a stepped transmission that can be switched to three or more gears.

1 is a system diagram showing a power transmission system of a vehicle in an embodiment. FIG. 2 is a block diagram showing a shift control system in the embodiment. The flowchart which shows the control processing at the time of the gear shift in embodiment. The time chart which shows the control characteristic at the time of the upshift of the subtransmission which makes constant a total shift in embodiment. The time chart which shows the control characteristic at the time of the upshift of the subtransmission accompanying the change of a total gear ratio in embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Stepped subtransmission, 3 ... Continuously variable main transmission, 4 ... Forward / reverse switching mechanism, 23 ... Simple planetary gear set, 24 ... High speed stage selection clutch (friction element), 25 ... One-way clutch, 30 ... Automatic transmission control unit (ATCU), 40 ... Engine control module (ECM)

Claims (6)

  1. A stepped sub-transmission that shifts by engaging and releasing a friction element; and a continuously variable main transmission connected to the output side of the stepped sub-transmission; A transmission for a vehicle that transmits to a drive wheel via a continuously variable main transmission,
    In the torque phase in the upshift of the stepped sub-transmission, the engine torque is corrected so that the drive shaft torque becomes constant.
  2. 2. The transmission according to claim 1, wherein an engine torque correction value proportional to the transmission torque of the friction element is set.
  3. In the inertia phase after the torque phase, the drive shaft torque and the engine rotation speed in the inertia phase are controlled by controlling the torque of the engine and the transmission torque of the friction element according to the change in the gear ratio of the continuously variable main transmission. The vehicle transmission according to claim 1, wherein the transmission is controlled.
  4. In the inertia phase, the transmission ratio change of the continuously variable main transmission is determined so as to obtain a required drive shaft torque characteristic by changing the transmission torque of the friction element to a constant decrease. The vehicle transmission according to claim 3.
  5. In the inertia phase, when shifting with the continuously variable main transmission to keep the total transmission ratio by the stepped subtransmission and the continuously variable main transmission constant with respect to the upshift of the stepped auxiliary transmission, 4. The engine torque and the transmission torque of the friction element are controlled in accordance with a change in gear ratio of the continuously variable main transmission so that the drive shaft torque and the engine rotation speed are constant. Or 5. A transmission for a vehicle according to 4.
  6. In the upshift of the stepped subtransmission accompanied by a change in the total gear ratio by the stepped subtransmission and the continuously variable main transmission, the shifting of the stepped subtransmission is performed at the end of the shift of the continuously variable main transmission. The vehicle transmission according to claim 3 or 4, wherein the transmission torque of the friction element is controlled so that the operation ends.
JP2005283959A 2005-09-29 2005-09-29 Transmission for vehicle Pending JP2007092665A (en)

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