JPH01122741A - Vehicle transmission device - Google Patents

Abstract

PURPOSE:To enhance the feeling of speed change by providing a clutch release device for engaging and disengaging a clutch in association with the rotation of a motor, and by controlling the motor in accordance with a difference in rotational speed between the drive side and driven side of the clutch upon engagement of the clutch. CONSTITUTION:In a clutch release device 10 in an automatic transmission, the engagement and disengagement of a clutch 15 are controlled in association with the rotation of a motor 14 which is controlled for drive by a clutch control device 11 for detecting the rotational speeds of drive side part 16 and driven side part 17 of the clutch 15 and for controlling the motor 14 so that a difference between the rotational speeds exhibits a predetermined time function when the clutch 15 is changed over into its engaged condition from its disengaged condition. Further, the clutch control device 11 and a speed change actuator 12 are controlled by a speed change control device 13 in accordance with a position of a manipulating lever, a vehicle speed, a brake condition, an engine rotational speed or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application This invention relates to a vehicle transmission system, and more particularly, to an automatic transmission system that automatically engages and disconnects a clutch in response to an automatic gear shift command, a driver's manual gear shift command, or a vehicle start command. Relating to transmissions or semi-automatic transmissions.

Conventional technology and its problems In automatic or semi-automatic transmission systems for vehicles, when there is an automatic gear shift command or a manual gear shift command from the driver, the clutch is first automatically disengaged, and then the gear is automatically shifted. After this is done, the clutch automatically becomes connected.

The clutch is also automatically connected when the vehicle starts. In order to automatically connect and disconnect the clutch, conventional transmissions are equipped with a clutch release device that drives the clutch using a pneumatic or hydraulic actuator, and a clutch control device that controls the clutch release device. There is.

However, in such conventional transmission devices, the electric signal from the clutch control device is converted into a change in air pressure or oil pressure, and the clutch is driven by this, which results in poor responsiveness and stability. Moreover, it is difficult to precisely control pneumatic or hydraulic actuators, and there are also problems with the shift feeling when the clutch is reconnected after automatic gear shifting and the starting feeling when the clutch is engaged at the time of starting.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle transmission that solves the above problems, has good responsiveness and stability, and can improve shift feeling and start feeling.

Means for Solving the Problems A vehicle transmission according to the present invention includes a clutch release device that connects and disconnects a clutch by rotation of an electric motor;
A clutch that detects the rotational speeds of the driving side and driven side of the clutch when changing the clutch from a disengaged state to a connected state, and controls the electric motor of the clutch release device so that the difference between these becomes a predetermined time function. It is equipped with a control device.

The above-mentioned time function is determined, for example, using all or part of the driving side output, the driving side rotational speed, the driven side rotational speed, and their time change rates as elements.

Since an electric motor is used in the clutch release device, it can be directly controlled by an electric signal from the clutch control device, resulting in good responsiveness and stability. Further, since the clutch control device controls the electric motor of the clutch release device so that the difference in rotational speed between the driving side and the driven side becomes a predetermined time function, it is possible to improve the shift feeling.

Embodiment Hereinafter, an embodiment in which the present invention is applied to a vehicle automatic transmission equipped with a dry single-plate clutch will be described with reference to the drawings.

FIG. 1 shows a schematic configuration of an automatic transmission for a vehicle, and this transmission includes a clutch release device (lO), a clutch control device (11), a speed change actuator (12)
A speed change control device (13) and the like are also provided.

As will be described in detail later, the clutch release device (lO) connects and disconnects the clutch (15) by rotating the electric motor (14). The clutch control device (11) controls the motor (14) of the clutch release device (io) in order to connect and disconnect the clutch (■5), and in particular changes the clutch (15) from the disconnected state to the connected state. The motor (14) is controlled so that the rotational speed of the driving side part (1B) and the driven side part (17) of the clutch (15) is detected when the clutch (15) is running, and the difference between these becomes a predetermined time function. . The speed change actuator (12) performs a speed change (shift change) on the driven side portion 17) of the clutch (15). Gear shift control device (13)
The system determines whether or not the clutch (15) should be engaged or disconnected based on the position of the operating lever, the vehicle speed, the state of the brakes, the engine speed, etc., and whether or not it is necessary to shift the gear, and then controls the clutch control device (11) and the shift actuator (12). It is something to control.

FIG. 2 shows the clutch (15), clutch release device (10) and clutch control device (
The structure of part 1) is shown below.

The clutch (15) connects the crankshaft (drive shaft) (18) of the engine (as shown) which is the drive side part (1B) and the transmission (19) which is the driven side part (17).
) is provided between the input shaft (driven shaft) (20). A clutch cover (22) is attached to a flywheel (21) fixed to the end of the crankshaft (18), and a diaphragm spring (24) and pressure are connected to the clutch cover (22) via a pivot ring (23). A plate (25) is installed. and,
A clutch disc (26) connected to an input shaft (20) of a transmission (19) is connected to a flywheel (21).
) and the pressure plate (25). On the other hand, the input shaft (20) of the transmission (19)
The sleeve (
28) is slidably attached to the sleeve (28).
The casing (29) fixed to the flange (28a) of
) holds the outer ring of a self-aligning release bearing (30). Furthermore, a release fork (31) and a release bushing rod (32) are provided on the transmission (19) side. On the other hand, the motor (14)
A ball screw (34) is connected to the bushing rod (34) via a speed reducer (33), and this ball screw (34) engages with a nut (35) provided at one end of the bushing rod (32). When the motor (14) rotates in the cutting direction, the bushing rod (32) moves to the left side in Figure 2, and conversely, when the motor (14) rotates in the connecting direction, the bushing rod (32) moves to the right side in the figure. Move to.

Figure 2 shows the bushing rod (32) in the right end connection position, and the clutch (15) is connected to the flywheel (21) and the pressure plate by the elastic force of the diaphragm spring (24). (25) is held in a connected state by being clipped. At this time, the sleeve (28) and the fork (31
) is located at the right end due to the elastic force of the diaphragm spring (24).

When the motor (14) rotates in the cutting direction from this connected state, the bushing rod (32) moves to the left end cutting position, and the diaphragm spring is moved through the fork (31), sleeve (28) and release bearing (30). (24), the clutch (15) goes through a half-clutch state where the clutch disc (2B) slips,
Becomes disconnected. Conversely, when the motor (14) rotates in the connecting direction from such a disconnected state, the bushing rod (3)
2) moves to the right end connecting position, and the clutch (15) passes through a half-clutch state and becomes connected due to the elastic force of the diaphragm spring (24).

The crankshaft (18) is equipped with a drive-side rotational speed sensor (
36) is provided. Transmission (19)
The input shaft (20) includes a driving side rotational speed sensor (37) that detects its rotational speed, that is, the driven side rotational speed NT.
is provided. The motor (14) of the clutch release device (10) is provided with a rotation sensor (38) that detects its rotation speed and rotation angle. In addition, the clutch (1
A clutch torque sensor (89) for detecting the connection/disconnection state of the bushing rod (5) and a displacement sensor (40) for detecting the amount of movement of the bushing rod (32) are provided.

Furthermore, although detailed illustrations are omitted, the engine is provided with a throttle opening sensor (41), an intake sensor (42), and an exhaust sensor (43). And these sensors (38) (37) (3g) (39) (4
The output signals of 0), (41), (42), and (43) are input to the clutch control device (11).

Next, an example of the operation of the transmission in various states (modes) will be explained with reference to FIG. In the following description, the state where the accelerator pedal and the brake pedal are depressed is expressed as on, and the state where they are not depressed is expressed as off. In addition, in Fig. 3, the horizontal axis represents time t, and the vertical axis represents rotational speed difference Δ
It represents N.

When the vehicle is stopped, the clutch (15) is held in a disengaged state, and the engine speed is reduced to the idling speed (
For example, the speed is 800 rpm). Further, when the operating lever is switched to the drive range (D range) while the vehicle is stopped, the transmission (19) is switched to the first speed by the shift actuator (12).

If the brake is turned off while the car is stopped in the D range, and the accelerator is turned off, the car will start gradually as follows. That is, first, the engine speed is slightly increased from the idling speed to, for example, 1000 rpm. Note that this may be set using the idling speed as is. At this time, the drive side rotational speed N6 is 10
00 rpm s Since the driven side rotational speed NT is Orpm, the rotational speed difference ΔN is 1000 rpm. Then, the clutch control device (11) controls the clutch release device (
The motor (14) of lO) is controlled and the clutch (15)
becomes connected.

Furthermore, if the brake is turned off while the vehicle is stopped in the D range as described above, and the accelerator is turned on at the same time, a sudden start will occur as follows. That is, first, the engine speed increases in response to the accelerator, but in order to prevent the accelerator from accelerating too much, the upper limit value is set to 200 Or
Set to pm. Then, the motor (14) of the clutch release device (lO) is controlled by the clutch control device (11) so that the rotational speed difference ΔN becomes a predetermined time function as shown in FIG. 3(b) from 2000 to 0. be done.

For example, when the vehicle is running in second gear in the D range, if the engine speed relative to the vehicle speed exceeds a predetermined value, an upshift is performed as follows. That is, first, the clutch (15) is switched from the connected state to the disconnected state by the clutch release device (lO). After the engine speed is lowered to the optimum value for the gear shift operation (for example, NE-1500), the actuator (12) shifts from second to third gear. And the rotational speed difference Δ
The motor (14) of the clutch release device (10) is controlled by the clutch control device (11) so that N becomes a predetermined time function as shown in FIG. 3(C).

For example, when driving in 3rd gear in the D range and depressing the accelerator to increase the vehicle speed, if the engine speed compared to the accelerator opening falls below a predetermined value, the shift will be performed as follows. The car is brought down and then suddenly accelerated. That is, first, the clutch (15) is switched from the connected state to the disconnected state by the clutch release device (lO). After the engine speed is increased to the optimum value for the gear shift operation (for example, NE-1500), the actuator (12) shifts from the third gear to the second gear. Then, the clutch control device (
11), the clutch release device (lO) motor (
14) is controlled.

For example, when decelerating from 3rd gear to 2nd gear while driving in D range, the brake is first turned on, the speed is decelerated to a constant speed, and then the clutch (15) is changed from the connected state to the disconnected state by the clutch release device (10). The actuator (12) shifts from third speed to second speed. At this time, the engine speed is the clutch (1
5) is disconnected and the accelerator is off, so the speed has dropped to idling (NE-800
). Then, the clutch control device (
11), the clutch release device (lO) motor (
14) is controlled.

When the vehicle is decelerated from 2nd speed to 1st speed while traveling in the D range, the actuator (12) performs the shift from 2nd speed to 1st speed in substantially the same manner as described above.

Then, the clutch control device (11
) of the clutch release device (10).
) is controlled.

In the above, the rotational speed difference ΔN is the clutch control device (
It is calculated by the microcomputer 11) based on the outputs of the rotational speed sensors (36) and (37). Third
The time shown in the figure starts when the clutch torque sensor (39) detects the contact of the clutch (■5), and
Time is measured by a separately provided count. In addition, the time function in Fig. 3 is based on the throttle opening sensor (41L
An output index is detected by an intake sensor (42) and an exhaust sensor (43), and is used as one element for pattern determination, along with the driving side rotational speed, the driven side rotational speed, and their rate of change over time. The ideal state may be experimentally determined for each mode and stored in the microcomputer of the clutch control device (11). Note that in consideration of individual differences, a plurality of patterns may be prepared for one mode. Control of the clutch release device (11) based on the relationship shown in FIG. 3 involves, for example, checking the relationship between the rotational speed difference ΔN and the time t at regular intervals, and adjusting the displacement so that the relationship does not deviate from the pattern shown in the figure. This is done by controlling the rotational direction, rotational speed, and rotational angle of the motor (14) of the clutch release device (10) based on the output of the sensor (40). Further, the rotation of the motor (14) may be patterned in advance so that the rotational speed difference ΔN becomes a predetermined time function for each mode.

In the automatic transmission described above, the ideal relationship between the rotational speed difference N and the time t is set for each of the various modes of the vehicle.
You can always get a good shifting feeling and starting feeling.

Although the above embodiment has shown an automatic transmission device that automatically determines whether or not a gear shift is necessary, the present invention automatically engages/disengages the clutch and shifts the gear automatically based on the driver's manual gear shift command. It can also be applied to semi-automatic transmissions.

Effects of the Invention According to the vehicle transmission of the present invention, since an electric motor is used in the clutch release device, it can be directly controlled by an electric signal from the clutch control device, resulting in improved responsiveness and stability. good. In addition, the clutch control device controls the electric motor of the clutch release device so that the difference in rotational speed between the driving side and the driven side becomes a predetermined time function, improving the shifting feeling and starting feeling. can be named.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of an automatic transmission for a vehicle showing an embodiment of the present invention, Fig. 2 is a longitudinal cross-sectional view showing parts of a clutch and clutch release device, and Fig. 3 is a block diagram of a vehicle automatic transmission device showing an embodiment of the present invention. 3 is a graph showing an example of the relationship between the rotational speed difference (even if the rotational speed is changed) and time. (10)...Clutch release device, (11)...
Crack f-! IJa unit R1<14>-11 motor,
(15)-clutch, (1B)...drive side part, (1
7)...Driven side part. Above (a) (b) O1 (d) Figure 3

Claims (1)

[Claims] A clutch release device that connects and disconnects the clutch by the rotation of an electric motor, and a clutch release device that detects the rotational speeds of the driving side and driven side of the clutch when changing the clutch from a disengaged state to a connected state, and the difference between these is determined in advance. A vehicular transmission device comprising a clutch control device that controls an electric motor of a clutch release device so as to be a function of time.