JP2011053029A - Clutch torque transmission capacity analysis device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch torque transmission capacity analysis device of an automatic transmission for dispensing with prototyping an automatic transmission for testing and analyzing torque transmission capacity of a clutch. <P>SOLUTION: The torque transmission capacity analysis device (200) of the clutch of an automatic transmission using a parallel axis type transmission mechanism includes: a friction coefficient measurement means 200a of measuring a friction coefficient μ of the clutch from differential rotation when a slide occurs, when a friction disk of the clutch is fixed to one of relatively rotatable shafts of a testing device 100 and the friction plate is fixed to the other, and when the friction disk and the friction plate are pressed at fixed oil pressure, uniform surface pressure, and uniform temperature and a differential rotation of the relatively rotatable shafts is changed; and a torque transmission capacity calculation means 200b of calculating a torque transmission capacity of the clutch by using a behavior analysis model for simulating a fall of gear groups on shafts based on the measured friction coefficient μ and a torque transmission flow of the automatic transmission. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a clutch torque transmission capacity analyzing apparatus for an automatic transmission.

  As a device for analyzing the torque of an automatic transmission, a technique described in Patent Document 1 is known. In the technique described in Patent Document 1, the running test of the vehicle is virtually performed by connecting the engine and the dynamometer and generating a load torque that will act on the engine by the running of the vehicle. It is configured as follows.

Japanese Patent Laid-Open No. 2002-22618

  In the technique described in Patent Document 1, a vehicle running test is virtually performed using a planetary gear type automatic transmission. However, as another example of an automatic transmission, they are arranged in parallel. A set of gear groups that establishes a desired speed among a plurality of sets of gear groups that are arranged to mesh with each other on the input shaft and the output shaft are supplied with hydraulic pressure to the clutch corresponding to the speed, and placed on the shaft. 2. Description of the Related Art A parallel shaft type automatic transmission that fixes and outputs torque input from an input shaft from an output shaft is known.

  In such a parallel shaft type automatic transmission, a simple torque transmission capacity calculation formula is generally used for designing a clutch alone. However, this torque transmission capacity calculation formula is satisfied because the surface pressure distribution of each of a plurality of discs is uniform when the clutch is engaged, and the friction coefficient takes a constant value at any location on the disc surface. Limited to cases.

  Actually, the disk surface pressure distribution of the clutch alone is not uniform, and the friction coefficient also depends on the disk surface temperature and the sliding speed. Therefore, average values have been used for the disk surface pressure and the friction coefficient in the torque transmission capacity calculation formula.

  Further, it is empirically known that a clutch incorporated in an automatic transmission causes a tilt (inclination) of the drive gear relative to the shaft, a shaft deflection, and the like, which can affect the torque transmission capacity.

  However, this rule of thumb is affected by the layout of the automatic transmission, the frictional characteristics, and the operating conditions, so it is difficult to consider in the calculation formula of the clutch alone. Therefore, the torque transmission capacity of the clutch of the automatic transmission has been analyzed exclusively by making a prototype automatic transmission for testing and performing a torque transmission capacity test.

  Accordingly, an object of the present invention is to solve the above-mentioned problems, and to eliminate the need for trial production of an automatic transmission for testing, and to analyze the torque transmission capacity of the clutch, and to analyze the clutch torque transmission capacity of the automatic transmission. Is to provide.

In order to solve the above-mentioned object, in claim 1, a desired speed is established among a plurality of sets of gear groups that are arranged to engage with each other in parallel with an input shaft and an output shaft that are arranged in parallel. A set of gears is fixed to the input shaft and the output shaft by supplying hydraulic pressure to the clutch corresponding to the desired speed,
In the torque transmission capacity analyzing apparatus for analyzing the torque transmission capacity of the clutch of the automatic transmission that outputs torque input from the input shaft from the output shaft, the friction of the clutch is applied to one of the relative rotatable shafts of the test apparatus. While fixing the disk, the friction plate of the clutch is fixed to the other, and the differential rotation of the relatively rotatable shaft is changed while pressing the friction disk and the friction plate uniformly with a constant hydraulic pressure and a uniform surface pressure. Friction coefficient measuring means for measuring the friction coefficient μ of the clutch from the differential rotation when slipping occurs, the gear group based on the measured friction coefficient μ and the torque transmission flow of the automatic transmission. Torque for calculating the torque transmission capacity of the clutch of the automatic transmission using a behavior analysis model that simulates tilting of the input shaft or output shaft And a transmission capacity calculating means.

  In the clutch torque transmission capacity analysis device for an automatic transmission according to claim 2, the torque transmission capacity calculation means calculates a friction circle on the friction surface of the clutch from the measured friction coefficient μ, and Friction force calculation means for calculating the friction force Ff of the friction circle, and radial load calculation means for calculating the radial load Fr of the friction circle from the behavior analysis model, the calculated friction force Ff and the radial direction The clutch torque transmission force Ft corresponding to the frictional force in the tangential direction of the friction circle is calculated from the load Fr.

  In the clutch torque transmission capacity analyzing apparatus for an automatic transmission according to claim 3, the friction coefficient measuring means is configured to measure the friction coefficient μ of the clutch for each temperature.

  In the clutch torque transmission capacity analyzing apparatus for an automatic transmission according to claim 1, the friction disk of the clutch is fixed to one of the relative rotatable shafts of the test apparatus, and the friction plate is fixed to the other. The friction coefficient μ of the clutch is measured from the differential rotation when slippage occurs when the differential rotation of the relatively rotatable shaft is changed while pressing the disc and the friction plate at a constant hydraulic pressure with uniform surface pressure and temperature. Based on the measured friction coefficient μ and the torque transmission flow of the automatic transmission, the torque transmission capacity of the clutch of the automatic transmission is calculated using a behavior analysis model that simulates the tilt of the input shaft or output shaft of the gear group It is possible to make a database by measuring the friction coefficient μ of the clutch, and when the layout of the automatic transmission is changed accordingly, Without having to prototype automatic transmission, it is possible to analyze the torque transmission capacity of the clutch.

  In the clutch torque transmission capacity analyzing apparatus for an automatic transmission according to claim 2, the friction circle on the friction surface of the clutch is calculated from the measured friction coefficient μ, the friction force Ff is calculated, and the behavior analysis is performed. The configuration is such that the radial load Fr of the friction circle is calculated from the model, and the clutch torque transmission force Ft corresponding to the friction force in the tangential direction of the friction circle is calculated from the calculated friction force Ff and the radial load Fr. In addition to the effects described above, the torque transmission capacity can be easily and accurately analyzed by calculating the torque transmission force Ft of the clutch.

  In the clutch torque transmission capacity analyzing apparatus for an automatic transmission according to claim 3, since the friction coefficient μ of the clutch is measured for each temperature, in addition to the above effect, the friction coefficient is measured for each temperature. Thus, the torque transmission capacity can be analyzed with higher accuracy.

1 is a cross-sectional view of an automatic transmission for a vehicle on the premise of a clutch torque transmission capacity analyzing apparatus for an automatic transmission according to an embodiment of the present invention. FIG. 2 is an enlarged view near a main shaft MS shown in FIG. 1. It is a graph which shows the measurement result of the torque transmission capacity of the clutch shown in FIG. It is data which shows the measurement result of the amount of fall of the gear shown in FIG. It is explanatory drawing which shows the friction circle of the clutch shown in FIG. It is explanatory drawing of the behavior analysis model which simulates the torque transmission flow to the 5-speed clutch of the automatic transmission shown in FIG. FIG. 3 is a cross-sectional view of a test apparatus for measuring the friction coefficient of the clutch shown in FIG. 2. It is a graph which shows the friction characteristic of the clutch friction material obtained using the test apparatus shown in FIG. It is explanatory drawing of the structural analysis model of the test apparatus shown in FIG. 7 used for identifying the friction characteristic shown in FIG. It is a graph which shows the simulation result of the torque transmission capacity of the 5-speed clutch of FIG. It is a graph which shows the measurement result in the simulation of the torque transmission capacity of FIG. It is a graph which shows the analysis result of the clutch in the ideal state without gear collapse. FIG. 13 is an explanatory diagram showing a friction force vector acting on the disk surface when the ideal state clutch shown in FIG. 12 and the fifth speed clutch shown in FIG. 2 transmit the same torque. It is explanatory drawing which shows the gear fall amount of the 4th speed clutch and 5th speed clutch which are shown in FIG. It is explanatory drawing which shows the radial direction load of the 4-speed clutch and 5-speed clutch which are shown in FIG. FIG. 2 is an explanatory diagram showing calculated values and measured values of torque transmission capacities of a 4-speed clutch and a 5-speed clutch during actual operation of the automatic transmission shown in FIG. 1. 1 is a block diagram generally showing a torque transmission capacity analyzing apparatus for an automatic transmission according to this embodiment. FIG. It is explanatory drawing which shows the input conditions and output result of the torque transmission capacity | capacitance calculation part of the apparatus shown in FIG.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS A mode for carrying out a clutch torque transmission capacity analyzing apparatus for an automatic transmission according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a cross-sectional view of an automatic transmission for a vehicle on the premise of a clutch torque transmission capacity analyzing apparatus for an automatic transmission according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 indicates the automatic transmission. The automatic transmission 10 includes a parallel shaft stepped transmission in which a main shaft MS, a counter shaft CS, and a secondary shaft SS are arranged in parallel.

In the automatic transmission 10 shown in the figure, a gear that is relatively rotatable on the shaft is fixed on the shaft by a clutch (friction transmitting device) to establish one of the forward 5 speed and the reverse 1 speed. The output of the internal combustion engine (not shown) input from the torque converter 12 is shifted at an established speed and output from the differential 14.

  FIG. 2 is an enlarged view of the vicinity of the main shaft MS shown in FIG.

  As shown in the figure, the main gear MS is spline-coupled with the 4-speed clutch 16 and the 5-speed clutch 20 and is spline-coupled with the main idle gear 22.

  Furthermore, a hub 30 on which a main fourth speed gear 24 and a main reverse gear 26 are formed and a hub 34 on which a main fifth speed gear 32 is formed are rotatably supported on the main shaft MS via a needle bearing 36. .

  The four-speed clutch 16 includes four annular clutch disks (friction disks) 16a that are splined to the hub 30 and five annular clutch plates (friction plates) that are splined to a guide 40 fixed to the transmission case. ) 16b and a piston 16c through which hydraulic oil (oil) is supplied and discharged from a reservoir (not shown).

  Similarly, the five-speed clutch 20 is also spline-coupled to four annular clutch disks (friction disks) 20a spline-coupled to the hub 34 and a guide 42 fixed integrally to the guide 40. A plate (friction plate) 20b and a piston 20c through which hydraulic oil is supplied and discharged via an oil passage formed in the main shaft MS are provided.

  On the surface of the clutch disk 16a or 20a of the 4-speed clutch 16 or the 5-speed clutch 20, a clutch friction material made of paper is attached.

  As shown in the figure, the 4-speed clutch 16 or the 5-speed clutch 20 are alternately arranged, and an electromagnetic solenoid valve of a hydraulic circuit is excited and demagnetized by an electronic control unit (not shown), and hydraulic oil is supplied to the piston 16c or 20c. When being pressed and brought into contact with each other (pressure contact), the main 4-speed gear 24 or the main 5-speed gear 32 is fixed to the main shaft MS with a torque corresponding to the pressing force, thereby enabling a shift from the clutch to the clutch. . The main fifth speed gear 32 meshes with a counter fifth speed gear 44 arranged on the counter shaft CS.

  As described above, the 4-speed clutch 16 or the 5-speed clutch 20 transmits power by pressing the clutch disc 16a or 20a and the clutch plate 16b or 20b. Although the description is omitted, the same applies to the clutches of the third speed or less arranged on the countershaft CS and the secondary shaft SS in FIG.

  A characteristic of this embodiment is to provide a device for analyzing the clutch torque transmission capacity of such an automatic transmission.

  This will be described below.

  FIG. 3 shows the measurement results of the torque transmission capacity of the clutch 16 and the like. During the measurement, the temperature T inside the automatic transmission 10 was kept at a constant temperature T0 including the lubricating oil and the clutch plate, and the piston thrust was also constant.

  In FIG. 3, the horizontal axis represents the input torque to the clutch, and the vertical axis represents the differential rotational speed between the clutch disk and the clutch plate. The torque transmission capacity is defined as an input torque when the differential rotation speed reaches a specified value.

  The prescribed value of the differential rotation speed is determined as a sufficiently small value that can maintain the plate temperature by the cooling effect by the lubricating oil. As can be seen from FIG. 3, it can be seen that the transmission torque tends to increase as the differential rotational speed increases. This seems to be due to the friction characteristics of the clutch friction material and the lubricant.

  As is apparent from FIG. 2, the 4-speed clutch 16 and the 5-speed clutch 20 have the same configuration including four clutch disks 16a and 20a, respectively, and are welded and connected to the back surface of the guide. In addition, the same friction material is used for the clutch disks 16a and 20a.

  However, when the torque transmission capacity is measured, the 4-speed clutch 16 is larger than the 5-speed clutch 20. This is presumably because there is no difference in the structure of the clutch itself, and therefore there is a difference in the torque transmission flow inside the automatic transmission 10.

  When the torque transmission capacity of the clutches 16 and 20 is insufficient, the clutch disks 16a and 20a and the clutch plates 16b and 20b slip between each other, and the differential rotation speed increases. If the differential rotational speed becomes too large, it is necessary to change the clutch structure and layout, which may lead to development delay.

  When considering the cause of fluctuations in the torque transmission capacity during actual operation of the automatic transmission 10 between the 4-speed clutch 16 and the 5-speed clutch 20 as the object of analysis, the difference in torque transmission flow can be cited as the cross-sectional shape of the gear and its Support structure.

  The fourth speed gear 24 is supported by a needle bearing 36 that is longer than the fifth speed gear 32, and is less likely to fall than the fifth speed gear 32 when the load is transmitted by the helical gear portion in the power transmission path shown in FIG. It is done.

  FIG. 4 shows the result of actually measuring the tilting amount of the fourth speed gear 24 and the fifth speed gear 32 in the automatic transmission 10 with the gap sensor. Obviously, the fourth-speed gear 24 having a larger torque transmission capacity has a smaller amount of gear collapse. In FIG. 4, mm / div indicates a range.

  Here, let us consider the mechanism by which the torque transmission capacity is reduced when the gear falls. The plate temperature, disk surface pressure and sliding speed are constant.

  First, attention is paid to a certain friction circle on the clutch friction circle as shown in FIG. If the radius of the friction circle is the friction force Ff, the size of the friction circle does not change regardless of the direction of Ff if the friction coefficient is constant.

  In an ideal state with no gear collapse, as shown in FIG. 5A, the clutch disk 16a (20a) and the clutch plate 16b (20b) rotate on the same axis, and Ff faces the tangential direction. Therefore, it is considered that all of Ff contributes to torque transmission.

  Next, let us consider a case where a gear collapse occurs. As shown in FIG. 5B, when the gear (fourth speed gear 24, fifth speed gear 32) is tilted, a radial load Fr is generated at the meshing position of the gear and the clutch disk. This is transmitted to the friction surface, and Ff is inclined in the radial direction according to the size of Fr.

  As a result, since the size of the friction circle does not change, the torque transmission force Ft, which is a tangential component of Ff, is smaller than Ff. Thus, it was estimated that the radial load on the clutch disk increased and the torque transmission capacity decreased due to the gear falling.

  In proving that, it is difficult to measure the frictional force and direction of the frictional surface of the clutch when the automatic transmission 10 is in actual operation. Therefore, a behavior analysis model simulating the torque transmission flow of the ideal state clutch with no gear collapse and the fifth speed clutch 20 was constructed and the results were compared.

  FIG. 6 shows a behavior analysis model that simulates the torque transmission flow to the fifth speed clutch 20 of the automatic transmission 10.

  In the illustrated model, care was taken to reproduce the actual clearance of the needle bearing 36 that supports the main fifth-speed gear 32. Regarding the load condition, since the fifth speed clutch 20 is arranged on the main shaft MS, the right end of the main shaft MS is forcibly rotated so that a torque load is gradually applied to the counter fifth speed gear 44 on the counter shaft CS. did.

  At this time, the thrust of the piston 20c was kept constant. In the illustrated model, as the torque load rises, slip differential rotation begins to occur between the clutch disk 20a and the clutch plate 20b.

  Examples of a test apparatus that measures the friction characteristics of the clutch friction material itself include an SAE # 2 tester and an LVFA tester. In these test machines, the friction material is immersed in the lubricating oil, so it is difficult to measure the effect of the amount of lubricating oil, it is difficult to maintain the friction surface at a constant temperature, and it is also difficult to measure the high surface pressure region .

  Therefore, a test apparatus 100 as shown in FIG. 7 is used.

  As shown in the figure, the test apparatus 100 includes shafts 102 and 104 that are relatively rotatable and have a diameter close to the inner diameter of the five-speed clutch 20. The shafts 102 and 104 are arranged on the same axis, and the shaft 102 is configured to be rotatable while the shaft 104 is fixed.

  A guide 106 is provided on the shaft 104. The clutch disk 20a of the 5-speed clutch 20 is fixed to the shaft 102, and the clutch plate 20b is fixed to the shaft 104 via the guide 106. Therefore, the clutch disk 20a and the clutch plate 20b are attached so as to rotate relative to each other.

  A piston 110 is accommodated in the guide 106. As with the automatic transmission 10 shown in FIG. 1, the piston 110 is connected to an oil passage formed in the shaft (fixed shaft 104), and when supplied with hydraulic oil (lubricating oil), The clutch plate 20b is pressed.

  The test apparatus 100 has high rigidity as shown, and is set in another test machine (not shown), and the shaft 102 is rotated. The test device 100 has a structure in which the surface pressure distribution of the clutch disk 20a is uniform and the temperature control is easy, and the temperature contact surface pressure of the disk surface and the differential rotation between the shafts 102 and 104 are maintained at a constant value. The torque transmission characteristic test is possible.

  FIG. 8 shows the friction characteristics of the clutch friction material obtained under the certain constant temperature condition T0, obtained using the test apparatus 100.

In FIG. 8, the vertical axis represents the friction coefficient μ, and the horizontal axis represents the surface pressure (disk surface pressure) and the differential rotation speed (sliding speed). The friction coefficient μ is a structural analysis model 100 simulating the test apparatus 100 shown in FIG.
It was identified using a.

  From FIG. 8, it can be understood that the friction characteristics of the clutch friction material of the 5-speed clutch 20 are not easily affected by changes in the surface pressure, but have a positive correlation with respect to the sliding speed.

  FIG. 10 shows the simulation result of the torque transmission capacity of the 5-speed clutch 20 using this friction characteristic, and FIG. 11 shows the measurement result. The qualitative tendency that the differential rotational speed increases as the torque load increases can be reproduced. In the simulation of FIG. 10, the temperature of the clutch plate 20b is set to a constant temperature T0.

  Next, the clutch is analyzed in an ideal state where there is no gear collapse. In the analysis, the counter 5-speed gear 44 of the behavior analysis model (FIG. 6) of the 5-speed clutch 20 is deleted, and the torque is directly applied to the main 5-speed gear 32.

  The result of the differential rotation speed measured at this time is shown in FIG. As is clear from the comparison with FIG. 11, when compared at the same differential rotational speed (vertical axis), the torque transmission capacity (horizontal axis) is compared to about 230 Nm in FIG. 11 (actual machine) and in FIG. 12 (single unit). It can be seen that the torque transmission capacity is larger when there is no gear collapse (single unit).

  FIG. 13 shows the friction force vector acting on the disk surface when the clutch without gear collapse (the ideal clutch) and the fifth speed clutch 20 are transmitting the same torque.

  In the clutch with no gear collapse shown in FIG. 5A, the friction force vectors are all directed in the rotational direction. However, in the 5-speed clutch 20 shown in FIG.

  Since both transmit the same torque, the rotational direction component is equivalent, but in the fifth speed clutch 20, since the radial direction component is also generated, the resultant frictional force is large. Therefore, in the fifth speed clutch 20, the differential rotation speed is increased and the torque is transmitted in a state where the friction coefficient is high as compared with a clutch without gear collapse.

  Consider changing the magnitude of the gear collapse amount and the friction force vector to the 4th speed clutch 16 and the 5th speed clutch 20. As shown in FIGS. 14 (a) and 14 (b), the amount of tilting of the drive gear is smaller in the main fourth speed gear 24 of the fourth speed clutch 16 than in the main fifth speed gear 32 of the fifth speed clutch 20.

  Therefore, as shown in FIG. 15, the radial load transmitted from the drive gear of the 4-speed clutch 16 (main 4-speed gear 24) through the contact of the disk pawl portion (the meshing position of the disk 16a and the gear of the hub 30) is also reduced. Get smaller. As a result, the radial direction property of the friction force vector of the fourth speed clutch 16 is also reduced, so that the torque transmission capacity is greater than the fifth speed. 2A shows the radial load, and FIG. 2B shows the clutch configuration similar to that shown in FIG.

  FIG. 16 shows calculated values and measured values for the torque transmission capacities of the fourth speed clutch 16 and the fifth speed clutch 20 when the automatic transmission 10 is actually operated.

  As described above, from the observation of the clutch friction force vector, the torque transmission capacity of the automatic transmission 10 under the constant temperature condition T0 is influenced by the friction force component generated not only in the rotational direction but also in the radial direction. It was found that it decreased by a minute.

The torque transmission capacity analyzing apparatus for an automatic transmission according to this embodiment is based on the above-described knowledge, and is composed of a microcomputer (indicated by reference numeral 200) as shown in FIG. The friction coefficient μ of the disc friction material such as the measured clutch 20
The friction coefficient measuring unit (means) 200a for measuring the friction coefficient μ is identified by using the structural analysis model 100a (simulating the test apparatus 100) from the measurement result, and the friction characteristic (FIG. 8) is created. A torque transmission capacity calculation unit (means) 200b for calculating a torque transmission capacity of the clutch 20 or the like using a behavior analysis model (FIG. 5) based on the torque transmission flow of the automatic transmission 10 is provided.

  The friction coefficient measuring unit (means) 200a fixes a clutch disk (20a, etc.) and a clutch plate (20b, etc.) to the shafts 102, 104 of the test apparatus 100, and presses them uniformly with a constant hydraulic pressure and a uniform surface pressure. However, when the differential rotation of the shafts 102 and 104 is changed stepwise, the friction coefficient μ of the clutch (20, etc.) is measured from the differential rotation (sliding speed) when slipping occurs, and the friction coefficient μ is set to the temperature. The above is repeated to measure and create a database for each oil pressure (surface pressure) and differential rotation speed (sliding speed), in other words, while changing them.

  More specifically, the torque transmission capacity calculation unit 200b calculates a friction circle on a friction surface such as the clutch 16 from the measured friction coefficient μ, and calculates a friction force Ff of the friction circle (means). ) 200b1 and a radial load calculation unit (means) 200b2 for calculating the radial load Fr of the friction circle from the behavior analysis model (FIG. 5), and the friction circle is calculated from the calculated friction force Ff and the radial load Fr. The torque transmission force Ft of the clutch corresponding to the frictional force in the tangential direction is calculated.

  FIG. 18 shows input conditions and output results when the friction coefficient measurement unit 200a measures the friction coefficient (torque as a measurement result) by changing the hydraulic pressure and the differential rotation speed for each temperature.

  When the layout of the automatic transmission 10 is changed, the torque transmission capacity calculation unit 200b uses a behavior analysis model based on the changed torque transmission flow of the automatic transmission and is measured by the friction coefficient measurement unit 200a to be a database. The torque transmission capacity of the clutch 20 or the like is calculated using the converted friction coefficient.

  As described above, in this embodiment, a plurality of sets of gear groups are arranged so as to be meshed with each other on the input shaft (main shaft MS) and the output shaft (counter shaft CS, secondary shaft SS) arranged in parallel. A group of gears that establish a desired speed (n-speed) among the main 4-speed gear 24, the main 5-speed gear 32, the counter 5-speed gear 44, and the like is set to a clutch (4-speed) corresponding to the desired speed. Torque transmission of the clutch of the automatic transmission 10 that supplies hydraulic pressure to the input shaft and the output shaft and outputs torque input from the input shaft from the output shaft. In the torque transmission capacity analyzing apparatus (microcomputer 200) for analyzing the capacity, the friction disk of the clutch is placed on one of the relatively rotatable shafts 102 and 104 of the test apparatus 100. The clutch discs 16a, 20a, etc.) are fixed, and the friction plates (clutch plates 16b, 20b, etc.) of the clutch are fixed to the other, and the friction discs and the friction plates are pressed uniformly at a constant pressure and temperature with a constant hydraulic pressure. However, when the differential rotation of the relatively rotatable shaft is changed, the friction coefficient measuring means (friction coefficient measuring unit) 200a for measuring the friction coefficient μ of the clutch from the differential rotation when the slip occurs, and the measurement The behavior of the automatic transmission using the behavior analysis model (FIG. 6) that simulates the tilt of the gear group on the input shaft or the output shaft based on the friction coefficient μ and the torque transmission flow of the automatic transmission. The torque transmission capacity calculation means (torque transmission capacity calculation unit) 200b for calculating the torque transmission capacity of the clutch is provided. It is possible to measure the coefficient μ and create a database, and even when the layout of the automatic transmission 10 is changed, the torque transmission capacity of the clutch can be analyzed without the need to make a test automatic transmission prototype. Can do.

Further, the torque transmission capacity calculation means calculates a friction circle on the friction surface of the clutch from the measured friction coefficient μ, and calculates a friction force Ff of the friction circle (friction force calculation unit). ) 200b1 and radial load calculation means (radial load calculation unit) 200b2 for calculating the radial load Fr of the friction circle from the behavior analysis model, and the calculated frictional force Ff and radial load Fr Therefore, the torque transmission force Ft of the clutch corresponding to the frictional force in the tangential direction of the friction circle is calculated. Therefore, in addition to the above effects, the torque transmission capacity can be simplified by calculating the torque transmission force Ft of the clutch. And it can analyze with high precision.

  Further, since the friction coefficient measuring means is configured to measure the friction coefficient μ of the clutch for each temperature, in addition to the effects described above, the torque transmission capacity can be more accurately determined by measuring the friction coefficient for each temperature. Can be analyzed.

  In the above description, the present invention has been described by taking the 4-speed clutch 16 or the 5-speed clutch 20 as an example. However, the present invention is applicable to a clutch having a speed of 3 or less.

  10 automatic transmission, 12 torque converter, 14 differential, 16 4-speed clutch, 16a clutch disk (friction disk), 16b clutch plate (friction plate), 16c piston, 20 5-speed clutch, 20a clutch disk (friction disk), 20b Clutch plate (friction plate), 20c piston, 24 main 4 speed gear, 30 hub, 32 main 5 speed gear, 34 hub, 36 needle bearing, 40, 42 guide, 44 counter 5 speed gear, 100 test equipment, 102, 104 Shaft, 110 piston, 200 torque transmission capacity analyzer, 200a friction coefficient measurement section, 200b torque transmission capacity calculation section, 200b1 friction force calculation section, 200b2 radial load calculation section, MS main shaft (input shaft) CS counter shaft (output shaft), SS secondary shaft (output shaft)

Claims (3)

  A set of gear groups that establishes a desired speed among a plurality of sets of gear groups that are arranged to mesh with each other on the input shaft and the output shaft that are arranged in parallel are hydraulically applied to the clutch corresponding to the desired speed. A torque transmission capacity analyzing apparatus for analyzing a torque transmission capacity of the clutch of an automatic transmission that supplies and fixes the input shaft and the output shaft to output torque input from the input shaft from the output shaft. The friction disk of the clutch is fixed to one of the relatively rotatable shafts, and the friction plate of the clutch is fixed to the other, and the friction disk and the friction plate are pressed uniformly with a constant hydraulic pressure at a constant pressure. While changing the differential rotation of the relatively rotatable shaft, the friction coefficient measuring means for measuring the friction coefficient μ of the clutch from the differential rotation when the slip occurs, and the measured Based on the friction coefficient μ and the torque transmission flow of the automatic transmission, the torque transmission capacity of the clutch of the automatic transmission is calculated using a behavior analysis model that simulates the tilt of the gear group on the input shaft or output shaft. A clutch torque transmission capacity analyzing apparatus for an automatic transmission, comprising: a torque transmission capacity calculating means for calculating.   The torque transmission capacity calculating means calculates a friction circle on the friction surface of the clutch from the measured friction coefficient μ, calculates a friction force Ff of the friction circle, and the behavior analysis model. A radial load calculating means for calculating a radial load Fr of the friction circle, and a torque transmission of a clutch corresponding to a friction force in a tangential direction of the friction circle from the calculated friction force Ff and the radial load Fr. 2. The clutch torque transmission capacity analyzing apparatus for an automatic transmission according to claim 1, wherein the force Ft is calculated.   3. A clutch torque transmission capacity analyzing apparatus for an automatic transmission according to claim 1, wherein the friction coefficient measuring means measures the friction coefficient μ of the clutch for each temperature.

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