JP2703169B2 - Automatic transmission apparatus and automatic transmission method for automobile - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for an automobile and an automatic transmission method. 2. Description of the Related Art The demand for automatic transmission vehicles is increasing, and torque converters are currently used for this purpose. However, various countermeasures have been studied, but the power consumption of the torque converter is low, so that the fuel consumption is larger than that of the gear type transmission. To solve this problem, an automatic transmission system using a gear transmission has been studied. One of them is 19
A paper from an international conference held in Detroit in February 1984,
Watanabe et al. “Microcomputer Mechanical Clutchand Tra
nsmission Control ”, SAE840055, which operates the clutch and the throttle valve at the time of gear shifting.
In the method described in "Automation of Mechanical Transmission" (Nagaoka et al.), The clutch is not operated during gear shifting, but the throttle valve is operated to synchronize the rotation speeds of the input shaft and output shaft of the transmission, Connection is being made. [0003] In any of the above-mentioned prior arts, when connecting the gears in any case, the throttle valve is operated to perform rotation synchronization, so that the shift time becomes longer and the speed becomes lower. It has the disadvantage that fluctuations are likely to occur. [0004] It is an object of the present invention to provide an automatic transmission and an automatic transmission method which can perform automatic transmission of a gear type transmission without operating a throttle valve for rotation synchronization during gear shifting. To be. According to the present invention, when shifting from a first gear to a second gear, a third gear having a clutch is used, and the clutch and the third gear are used. The gear shift is performed by performing rotation synchronization while transmitting torque. According to the present invention, since the rotation is synchronized while transmitting the torque by the third gear, the gear can be shifted without operating the throttle valve for the rotation synchronization, and the fluctuation of the vehicle speed during the shift can be reduced. Become smaller. FIG. 1 shows an embodiment of the present invention and is an overall configuration diagram of a system. The engine 1 has a throttle valve 2 and an accelerator pedal 3. The output of the engine 1 is transmitted to the input shaft 5 of the gear transmission via the damper clutch 4, transmitted to the output shaft 14 via the gear, and transmitted from the final reduction gear 20 to the axle. The input shaft 5 has a multi-plate clutch 12 which is a feature of the present invention. The clutch is connected and released by a multi-plate clutch actuator 13. Further, there is a parking brake actuator 21 that drives the FR switching actuator 15, the speed change actuator 16, and the brake disk 22. The control circuit 8 includes, as signals for measuring the operating state, the output of the throttle valve opening sensor 6, the output of the suction pressure sensor 51, the output of the engine speed sensor 7, the output of the output shaft speed sensor 52, and the shift position. The signal _TP is input. Further, as signals for inputting the driver's intention, there are also signals of reverse R, parking P, or forward D from the driving mode select lever 18, signals of economic driving E from the E and S switching lever 19, and signals of driving S with emphasis on driving. Has been entered. On the other hand, as output signals, operation signals to the multi-plate clutch actuator 13, the FR switching actuator 15, the shift actuators 16, 17 and the parking brake actuator 21 are output. Each of the above actuators is driven by hydraulic pressure, and the oil tank 9, the hydraulic pump 1
0, which is connected to a hydraulic pressure generator constituted by a hydraulic regulator 11. The operation of the system configured as described above will be described below. FIG. 2A is an explanatory diagram of the operation at the time of starting. In the case where the driver starts the operation by setting the operation mode secret lever 18 to the forward direction D, when the starting condition is satisfied, the cylinder 15a of the actuator 15 is moved to the right, and the sleeve 15 is moved. Output shaft 1 at 24
4 and the gear (5th speed) 26 are connected. At this time, since the multi-plate clutch 12 is released, it can be connected by a conventionally used synchromesh type synchronizing device irrespective of the state of the wheel (the presence or absence of rotation and the direction). When the hydraulic pressure is gradually supplied to the cylinder 13a of the actuator 13, the rotational force of the input shaft 5 is transmitted to the multi-plate clutch 12 via the friction plate 23, and the gear 25 and the gear 26 are integrated with the multi-plate clutch 12. , And the output shaft 14 connected to this by the sleeve 24 rotates and starts. Here, the transmission torque T _D of the multi-plate clutch 12 is T _D = μP, where μ is the slip ratio P of the friction plate and the pressing force of the friction plate. By controlling the operation pressure of the cylinder 13a, the rotation speed of the output shaft 14 can be controlled according to the load (road condition, vehicle weight, etc.). The transmission path of the engine output at this time is: input shaft 5 → friction plate 23 → gear 25 → gear 26 → sleeve 24 →
It becomes the output shaft 14. Where engine speed _Ne (input shaft)
And when the vehicle speed (output shaft) becomes the first-speed rotation ratio (if the slip μ of the multi-plate clutch is eliminated, the rotation ratio can be adjusted to five stations)
As shown in FIG.
a, the sleeve 27 is moved to the left, and the gear 29 and the output shaft 14 are connected. Since the rotation synchronization at this time is performed by the multi-plate clutch 12, the gear can be engaged without damaging the gear by using the balk ring 30. When the gear 29 and the output shaft 14 are connected, the supply of the hydraulic pressure to the cylinder 13a is stopped. As a result, the transmission path of the engine output is the input shaft 5 → the gear 28 → the gear 29 → the sleeve 27 → the output shaft 14. Thus, the first-speed operation is performed. FIGS. 3A and 3B are explanatory diagrams of a case where the speed is changed from the first speed operation state to the second speed operation in FIG. 2B. When the vehicle speed is changed, the sleeve 27 is returned to the center position and the connection between the gear 29 and the output shaft 14 is released as shown in FIG. 3A. At the same time, hydraulic pressure is supplied to the cylinder 13a, and the friction plate 23
Transmits the engine output to the output shaft 14 via the gear 26 (5th speed). Due to the operating force P of the cylinder 13a, the engine output is transmitted to the axle and consumed for accelerating the vehicle body, and the speed of the engine is reduced due to the use of the gear 26, so that the load on the engine is reduced. The speed ratio between the output shaft (vehicle speed) and the input shaft approaches the speed ratio of the second speed (in the direction of decreasing) from the speed ratio of the first speed. The transmission path of the engine output at this time is the same as that at the time of starting, such as the input shaft 5 → the front rubbing plate 23 → the gear 25 → the gear 26.
→ sleeve 24 → output shaft 14. Here, when the speed ratio between the input shaft 5 and the output shaft 14 becomes the speed ratio of the second speed, oil pressure is supplied to the cylinder 17a as shown in FIG.
To the right to connect the gear 32 and the output shaft 14. When the connection is completed, the supply of the hydraulic pressure to the cylinder 13a is stopped, and the operating force of the friction plate 23 is released. This completes the shift from the first gear to the second gear. The transmission path of the engine output at this time is
The input shaft 5 → gear 31 → gear 32 → sleeve 27 → output shaft 14. As described above, when changing, the first speed is released to enter the neutral state.
The transmission of the engine output to the axle is performed by the speed gears (gears 25 and 26), so that the driver does not need to return the accelerator pedal (adjustment of the engine output). This allows the gear transmission to shift while accelerating the vehicle speed. On the other hand, when the driver releases the accelerator pedal during gear shifting, the input shaft and the output shaft 14
Only when the rotational synchronization of the motor becomes faster (because the engine speed decreases earlier), it is convenient for gear shifting. The third and fourth gears can be similarly shifted. In the case of 5th speed, cylinder 13
This can be achieved by maximizing the operating force of a and setting the other sleeves 27 and 33 to the neutral position. FIG. 4 shows the operation at the time of retreat.
At this time, the sleeve 24 is moved to the left by the cylinder 15a, and the output shaft 14 and the gear 37 are connected, contrary to FIGS. In this case also, the output shaft 1 is
4 can be connected regardless of the state. Here the multi-plate clutch 1
By pressing the second friction plates 23, 40, 41, 42 and 43, the multi-plate clutch 12 rotates, the gear 37 rotates via the gear 35 and the gear 36, and the output shaft 14 rotates in the retreating direction. The shaft 38 is a support shaft for the gear 36 for reverse rotation.
In the conventional device, the gear 36 is moved to reverse the output shaft. In this case, the gear 37 is connected to the output shaft 14.
, And the gear 36 can be connected with the multi-plate clutch 12 provided with a braking device and the gear 35 and the gear 37 stopped. The multi-plate clutch 12 has friction plates 23 and 4 spline-connected to the input shaft 5 by a gear 44.
It consists of 1,43. Further, the friction plates 40 and 42 spline-coupled by the gear 45 of the multi-plate clutch 12 are pressed by the cylinder via the ball 39. Increase gear ratio (shift down)
In this case, the transmission force of the multi-plate clutch may be controlled so as to achieve the target gear ratio in the state shown in FIG. 3A. The above is the operation of the mechanical part of the embodiment of FIG. 1. These operations are controlled by the control circuit 8, and the details will be described below. FIGS. 5 to 10 and 12 are flowcharts showing the entirety of this control. In FIG. 5, first, the vehicle speed N is determined in step 100, and if N = 0 (stop state), the starting program shown in FIG.
If it is 0, the program jumps to the shift determination program. During the start program, the driver operates the selector lever 18 to select R,
One of P, D and 1st speed is selected. If R (retreat) is selected, in step 101 the sleeve 24
Is moved to the R side (this is performed by giving a command to move the sleeve 24 by applying hydraulic pressure to the cylinder 15a, but since such a mechanism is described above, such a mechanism will be described below. The relationship with the mechanism is briefly described). Here, when it is confirmed that the driver has depressed the accelerator pedal by the throttle valve OFF idling in step 102, a retraction program described later (FIG. 12) is started and executed. The reverse program is executed until N (vehicle speed) = K _R (reverse gear ratio) × N _e (engine speed), and when it is confirmed in step 103 that this condition is satisfied, the multi-plate clutch operating force P is increased to the maximum value. (Step 104), the starting program ends, and the process returns to the start. When the throttle valve is in the idle position and the brake is released during execution of the reverse program, an interrupt signal is generated, and the reverse program is stopped and step 10 is executed.
Then, the process jumps to 5 to set P = 0, and if N = 0 (stop) is confirmed in step 106, the parking brake is turned on in step 107 and the process returns to the start. When P (parking) is selected by the select 18, the parking brake is turned on in step 108, and the process returns to the start. Selector 18 sets D
When (forward) is selected, the sleeve 24 is moved to the forward side in step 109. Here, when the throttle valve is closed, the process proceeds from step 110 to a forward program described later (FIG. 12) and starts. The forward program is executed, and the rotation speed _Ne increases, and N = K ₁ (first speed gear ratio)
When _xNe is satisfied, the process proceeds from step 111 to 112, and
The first-speed sleeve 27 is turned on and returns to the start. Here also, when the throttle valve is at the idle position and the brake is turned on during execution of the forward program, an interrupt signal is input and step 10 is executed.
Jump to stop operation of 5 or less. When the first speed is selected by the selector 18, the rearward start program of the F sleeve ON (step 113) is executed at the same time as the forward D, and after the vehicle speed N is synchronized with the engine (N = K _{1 Ne} ), 1
The operation is returned to the start in the fast operation state (step 117). If the vehicle is moving, the routine proceeds from step 100 to a shift determination program, which is executed. FIG. 6 is a flowchart of the shift determination program. At this time, the selector is any one of D, 1st to 3rd. If this is a select state of D determines the current T _P a (shift position) in step 201 to 204. N is N when T _P = 1st speed
If it is smaller than ₁ (vehicle speed set value) and the throttle valve is at the idle position (steps 205 and 206), the first-speed sleeve is turned off (step 207), the vehicle is stopped, and the process returns to the start. If the driver applies the brakes here, he can stop without stalling. If the throttle valve is open, the process returns from step 206 to the start, and the state of the first speed continues. If the vehicle speed N is higher than N ₁ (N ≧ N ₁ ), the routine jumps from step 205 to a shift-up program described later. T _P is also the first speed operation similar to the case of the second speed (step 208-210). This is because if the first or second speed is moving, acceleration can be achieved by opening the throttle valve. Although N If T _P is the third speed is shifted from step 211 if N ₄ is larger than the shift-up program, N opens the throttle valve in case N ₄ is less than the jump from step 212 to the shift-down program A described below I do. When the throttle valve is N is smaller than N ₃ in idle position proceeds from step 213 to step 214, 3
The speed sleeve is turned off, the state is set to the neutral state, and the process returns to the start. For T _P = 4-speed T _P = 3 speed and the same operation is performed (step 215 to 218). If T _P is not 4th speed, it is determined that the step P is the maximum. If P is the maximum value, it is determined that the speed is 5th. Otherwise, it is neutral.
A fifth speed and N is returned to the start at step 220 because if greater than N ₆ are possible normal acceleration. N is N
Less than _6, from Step 222 N when the throttle valve is not idle position in an idle position from step 221 to the shift-down program A is less than N ₅ 22
Move to 3 and set the neutral state of P = 0 and return to start. If it is determined in step 219 that the vehicle is in the neutral state other than the maximum value, the vehicle speed determination program shown in FIG. 7 is executed. When the driver selects the first speed range で with the selector 18 during traveling, first, T _p is determined. T _p If the first gear moves from step 224 to 225, N ≧ N
₁ to determine, if N is greater than N ₁ to return to the start continue to the first speed state. If N is a N ₁ below the step 22
Advances to 6, wherein OFF the first speed sleeve when the throttle valve becomes idle position to (step 227) Niyutoraru state (engine stall prevention), returns to the start. Shift down program B for the case Tp is not the first speed to the first speed
Execute [0017] When the driver select a second speed Rendji selector 18, when the determined first speed to T _P in step 228 to execute the shift-up program. Subsequently, in the case of the third speed, which is not the first speed or the second speed, the process jumps from step 229 to the downshift program and executes it. T _P is 2
Less N is than N ₂ in the case of fast (step 230), if the throttle valve is idle position (step 231), the second speed sleeve to the neutral position (step 232), to neutral. When the driver selects the third speed range with the select 18, the control jumps to the shift-up program when T _P = first speed and second speed (steps 233, 23).
4). When T _P = 3rd gear, select 18 is 1st gear,
The same operation as when the second speed is not selected is performed (steps 235 to 237). In this way the first speed, when the selection of the second speed or the third speed Rendji is T _P to the speed that the selection
, And maintain the _TP thereafter. In this manner, the driving state such as the engine braking effect and climbing a long slope can be covered. FIG. 7 is a flowchart of a vehicle speed determination program. This vehicle speed determination program is a program for processing while the vehicle is running in a neutral state. First, when the vehicle stops at the idle position of the throttle valve (N = 0), the process proceeds from steps 301 and 302 to step 303, where Then, the parking brake is turned on to put the vehicle in the parking state, and the process returns to the start. Throttle valve is open, N may N ₂ is smaller than the first speed operation, 2-speed operation in the case of _{N 2 ≦ N <N 4,} N 4
3 speed operation when ≤N <N ₅ , 4 when N ₅ ≤N <N ₆
Fast operation, it is determined that the 5-speed operation at N ≦ N ₆ or more (step 304 to 307). FIG. 8 is a flowchart of the upshift program. The driver operates the switching lever 19 to
When selecting the (economic running), it determines the suction pressure P _b in step 401, if the T _P is the fourth speed in P _b ≦ P _b1 (step 402) performs the kickdown program. That is, first, the fourth speed sleeve is set to the neutral position (step 40).
3) Rotation synchronization is performed by P control (step 40).
4) If N = K _{3 Ne} is satisfied (step 405), the third speed sleeve is connected (step 406). Where P _b ≧
If it is _Pb3 (step 407), the process returns to the start. P
_b is until N _e = N _e3 smaller than P _b3 (step 408) continue the 3-speed operation. T _P is shifted from step 409 in the case of 5-speed rather than the fourth speed to 404, to synchronize the rotation by controlling the subsequent P, entering the third speed driving. If _TP is the third speed, the routine proceeds from step 410 to step 406, where P ≧ P
_b3 or N _e = N _e3 does not shift until satisfied. In the case of 2nd gear and 1st gear, normal operation is continued without kicking down. [0021] Since if P _b ≧ P _b1 is not satisfied in step 401 is a normal acceleration, no gear shift to a N _e ≧ N _e1 (from step 411 to start). N _e is N
If the speed is equal to or more than _{e1, the} gear is shifted up to the second speed in the case of the first speed (step 412) (steps 413 to 416), and to the third speed in the case of the second speed (step 417) (steps 418 to 42)
1) In the case of the third speed (step 422), the speed is changed to the fourth speed (steps 423 to 426). If T _P is the fourth speed (step 427) is a four-speed sleeve to the neutral position (Step 42
8), P is set to the maximum value (step 429), and the fourth speed operation is started. If _TP is the fifth speed, there is no need for shifting, and the process returns to the start. The driver S (operation-oriented) by the switching lever 19 the reference value of the kick-down condition when the select operation is increased and P _b2 (> P _b1) (step 430), the T _P position for kickdown This is the same as the E operation at the 4th and 5th speeds. N _e as a shift point is large is set to N _e2 (> N _e1) (step 431). [0023] can be used at high rpm than E operating the engine speed N _e by such. FIG. 9 is a flowchart of the downshift program B. The shift-down program B operates the select bar 18 from the third speed (second speed) to the second speed (1st speed) while the driver is traveling.
This is a control program when switching to (speed) operation. This is used to increase the operation of the engine brake on a downhill. That is, if the vehicle speed is too fast in the third speed operation, the vehicle is set to the second speed operation. In this case, if the driver depresses the accelerator pedal, the engine speed increases, and the rotation of the multiple disc clutch can be synchronized (shift down program A).
Since the vehicle is on a downhill, the accelerator pedal is in the idle position. Therefore it is necessary to the air valve bypassing the throttle valve (e.g., an idle speed control valve, etc.) to the synchronous rotation by controlling the engine speed N _e. Therefore, FIG.
When the first-speed operation is selected by the select lever 18, the sleeve is set to the neutral position (neutral) (step 501), and rotation is synchronized with the bypass valve (step 5).
02). Becomes a N _e = k ₁ N (step 503) and ON the first speed sleeve (step 504), returns to the start. The same applies to the case of the second and third speed operation. FIG. 10 is a flowchart of the downshift program A. The shift-down program A is a case in which the transmission is decelerated in the connected state and accelerated when the vehicle speed is reduced. When the throttle valve opening is large (the suction negative pressure is largely reduced), kick down is performed, but relatively slowly. This is a program for the case of high acceleration. The operation mode at this time is D-lens. When the transmission is in the neutral state, the vehicle speed determination program shown in FIG. 7 is executed. In FIG. 10, N
If is N ₃ is less than a (step 601) is first speed or second speed, and the flow returns to the start for accelerate it. N ₃
<For N <N ₄ from step 602 603-605
, The second-speed operation is performed. Similarly, N ₄ ≦ N
<For N ₅ 3-speed (Step 609~611), N ₅ ≦
For N <N ₆ a fourth speed (step 606-608). Continue the status of the five-speed in the N ₆ or more. [0026] FIG. 11 is a diagram showing an example of the relationship between the vehicle speed N and the engine speed N _e. To describe the case of the fourth speed as an example, in the E operation, the speed is changed from the third speed to the fourth speed at N = N ₆ ,
= Change in the relationship of k ₄ N _e. Here, when N _e = N _e1 , the fourth speed is changed to the fifth speed. In N _e = N _e2 in the S operation 5
Speed. N in the fourth speed state in the case of N ₅ or more to accelerate without shifting down. If N ₄ <N ≦ N ₅ , the gear shifts down to the third speed. N is the neutral when the throttle valve is idle position N ₄ or less. Kick down when the N _e
The 4th gear state continues until = N _e3 and the gear is changed to the 5th gear. The advanced program in FIG. 12 (a), shows a program withdrawal after <br/> in (b). The present invention is characterized in that the vehicle speed and the engine speed during starting and shifting are controlled by controlling the torque transmission force of the multi-plate clutch. Generally, the engine output _Te
Relationship of the transmission torque T and appear difference _{I × dω / dt = T e} -T ... (1) becomes T _e and T becomes the change of angular velocity ω of the engine. Where I is the engine inertia rate. On the other hand, the transmission torque of the clutch is T = μP (2) where μ is a coefficient due to the rotation difference of the friction plate, and P is a pressing force of the friction plate. From the above, in FIG. 12A, assuming that the driver opens the throttle valve and the opening degree is θ, a certain constant n
calculating the _{T e = θn e ... (3} ) in step 701 with respect to _e. If the transmission torque T of the engine output T _e and the multiple disc clutch such that T _e = T, and transmits the (1) of the acceleration component of the engine (I × dω / dt) to an axle,
The engine can be started without lowering (engine stall). Next, μ in equation (2) is calculated by μ = Kμ− (N _e −N) (step 702), and the operating force P of the multi-plate clutch is calculated by P = T _e / μ (step 703). P is set based on this result (step 704). Here, the parking brake is turned off (step 705), and the state of N is determined (step 706). If N is negative (reverse), the parking brake is turned on (step 707), and N = K
_{1 Ne} is determined (step 708). In this case, since it is No, the process returns to the start and changes the setting of P again. As shown in FIG. 5, in the forward program, the throttle valve is started when the throttle valve is OFF idle (throttle valve open condition), so that the setting of P gradually increases according to the throttle valve opening degree θ (I × dω / d).
t) × N becomes positive and the vehicle can start. The N = K ₁ N _e and 1
The speed sleeve is turned on, P = 0, and the first speed operation is performed (steps 709 and 710). FIG. 12B shows a reverse program. The reverse program is basically the same as the forward program, except that the parking brake is released when N is negative (step 716). After N = K _{R Ne is} satisfied (step 718), P is set to the maximum value (step 719). The output characteristics of the output shaft rotation sensor 52 of FIG. 1 are shown in FIG.
2 is a DC generator, the polarity is changed direction of rotation of the output V _N by this reason the direction of rotation is assumed to be identified. FIG. 14 is a configuration diagram of the multi-plate clutch actuator 13. When input to the electromagnetic solenoid 13b, the pressure of the cylinder 13a increases, and the friction plate 23 is pressed to increase the transmission force. When input to the electromagnetic solenoid 13c, the hydraulic pressure of the cylinder 13a decreases, and the transmission force decreases. The hydraulic pressure detector 48 is fed back to the control circuit 8 to improve controllability. The spring 47 returns the piston. As is clear from the above embodiments, according to the present invention, the gear transmission can be shifted without reducing the engine output for synchronizing the rotation during shifting.
Since the fluctuation of the vehicle speed at the time of shifting is reduced, and in the present invention, the torque is transmitted via the clutch only during the fifth speed operation and at the time of shifting, the use time of the clutch is shortened and the durability is improved. In addition, the engine output is damped (multi-plate
Since the transmission is transmitted to the transmission via the clutch , the durability of the transmission is improved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram showing an overall configuration of an embodiment of the present invention. FIG. 2 is an explanatory diagram of the operation of a mechanical unit when starting. FIG. 3 is an explanatory diagram of an operation of a mechanism during a gear shift. FIG. 4 is an explanatory diagram of the operation of a mechanical unit at the time of retreat. FIG. 5 is an overall flowchart showing a control method according to the embodiment of the present invention. FIG. 6 is a flowchart of a shift determination program. FIG. 7 is a flowchart of a vehicle speed determination program. FIG. 8 is a flowchart of a shift-up program. FIG. 9 is a flowchart of a downshift program B. FIG. 10 is a flowchart of a downshift program A. FIG. 11 is an explanatory diagram of a relationship between a vehicle speed and an engine speed. FIG. 12 is a flowchart of a forward program and a reverse program. FIG. 13 is a characteristic diagram of an output shaft speed sensor. FIG. 14 is a system diagram of a multi-plate clutch actuator. [Description of Signs] 1 ... engine, 2 ... throttle valve, 5 ... input shaft, 6 ... throttle valve opening detection sensor, 7 ... engine speed sensor, 8 ... control circuit, 12 ... multi-plate clutch, 13 ... multi-plate Clutch actuator, 14: output shaft, 15: FR switching actuator, 16: shift actuator, 17: shift actuator, 21: parking brake actuator, 22
... brake desk, 52 ... output rotational speed sensor.

Claims (1)

(57) [Claims] The rotation output of the internal combustion engine whose rotation output is controlled by changing the amount of air taken into the internal combustion engine by the throttle valve is transmitted, and the input shaft () on which a plurality of first gear groups (28) are formed. 5), an output shaft (14) for transmitting the rotation output to the drive wheels of the vehicle via a final reduction gear, and a first gear group (28) of the input shaft (5) constantly meshed with the output shaft. (14) a plurality of second gear groups (29) rotatably provided on the same axis; and a second gear group (29) of the output shaft (14) and the output shaft (14). Fixed rotation between the input shaft (5)
The rotational output from the input shaft (5) at a speed ratio determined by a combination of gear engagement between the first gear group (28) and the second gear group (29) of the output shaft (14). A plurality of sleeves (24, 27) for transmitting the gears to the output shaft (14), and a third gear that always meshes with the gear (26) having the smallest speed ratio among the second gear group of the output shaft (14). Gear (25)
And the third gear (25) is integrally fixed, provided coaxially with the input shaft (5), and a built-in friction plate (23).
A multi-plate clutch (12) that rotates with the input shaft (5) in accordance with the magnitude of the frictional force determined according to the degree of opening of the throttle valve and transmits the rotation output to the third gear (25). An automatic transmission for an automobile, which controls an automatic transmission having a transmission mechanism comprising: a plurality of sleeves when an operation mode of the vehicle is changed from a neutral range (N range) to a drive range (D range). One (24) of the second gear group couples the gear (26) having the smallest gear ratio with the output shaft (14), and the friction plate (23) of the multi-plate clutch (12). And the rotational output from the input shaft (5) is transmitted to the multi-plate clutch (12), the third gear (25), and the gear ( 26) via said output (14), and when the ratio of the rotation speed of the input shaft (5) to the rotation speed of the output shaft (14) becomes equal to the starting gear ratio of the gear ratios, By moving one of the sleeves (27), the gear ratio corresponds to the gear ratio for starting (2).
9) is fixed to the output shaft (14), the rotational output from the input shaft (5) is transmitted to the output shaft (14), and the friction plate (23) of the multi-plate clutch (12) is transmitted. And a control circuit (8) for generating a control signal for interrupting transmission of the rotation output from the input shaft (5) to the third gear (25). Automatic transmission for cars. 2. The rotation output of the internal combustion engine, whose rotation output is controlled by changing the amount of air taken into the internal combustion engine by the throttle valve, is transmitted, and the input shaft ( 5) an output shaft (14) for transmitting the rotation output to the drive wheels of the vehicle via a final reduction gear; and a first gear group (28) of the input shaft (5) constantly engaged with the output shaft. (14) a plurality of second gear groups (29) rotatably provided on the same axis; and a second gear group (29) of the output shaft (14) and the output shaft (14). Fixed rotation between the input shaft (5)
The rotational output from the input shaft (5) at a speed ratio determined by a combination of gear engagement between the first gear group (28) and the second gear group (29) of the output shaft (14). A plurality of sleeves (24, 27) for transmitting the gears to the output shaft (14), and a third gear that always meshes with the gear (26) having the smallest speed ratio among the second gear group of the output shaft (14). Gear (25)
And the third gear (25) is integrally fixed, provided coaxially with the input shaft (5), and a built-in friction plate (23).
A multi-plate clutch (12) that rotates with the input shaft (5) in accordance with the magnitude of the frictional force determined according to the degree of opening of the throttle valve and transmits the rotation output to the third gear (25). An automatic transmission method for an automobile that controls an automatic transmission having a transmission mechanism comprising: a plurality of sleeves when the operation mode of the vehicle is changed from a neutral range (N range) to a drive range (D range). One (24) of the second gear group couples the gear (26) having the smallest gear ratio with the output shaft (14), and the friction plate (23) of the multi-plate clutch (12). And the rotational output from the input shaft (5) is transmitted to the multi-plate clutch (12), the third gear (25), and the gear ( 26) via said output (14), and when the ratio of the rotation speed of the input shaft (5) to the rotation speed of the output shaft (14) becomes equal to the starting gear ratio of the gear ratios, By moving one of the sleeves (27), the gear ratio corresponds to the gear ratio for starting (2).
9) is fixed to the output shaft (14), the rotational output from the input shaft (5) is transmitted to the output shaft (14), and the friction plate (23) of the multi-plate clutch (12) is transmitted. Wherein the transmission of the rotational output from the input shaft (5) to the third gear (25) is interrupted.