JPH03125065A - Controller for automatic transmission - Google Patents

Abstract

PURPOSE:To restrain the occurrence of gear change shock during double reciprocal gear change by deciding the starting time of a main or auxiliary transmission, which is gear-changed later, in accordance with vibration periods which appear immediately after prior transmission starts gear-changing. CONSTITUTION:A main transmission (a) and an auxiliary transmission (b) are synchronized to conduct double reciprocal gear change, that when one is upshifted the other is downshifted. In this case, a gear change priority deciding means (d) gives change with either the main transmission (a) or the auxiliary transmission (b) in priority in accordance with signals from a double reciprocal gear change detecting means (c). The starting time of either transmission which is gear-changed later is decided by a gear change delaying means (f) in accordance with vibration periods, detected by a detecting means (e), which appears immediately after prior transmission starts gear-changing, so that the phases of prior gear change vibration and following gear change torque variation can be always reverse. It is thus possible to reduce gear change shock.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to an automatic transmission mounted on a vehicle, and more particularly, to an automatic transmission equipped with a main transmission and a sub-transmission, each of which has a plurality of gears, arranged in series. The present invention relates to a shift control device for an automatic transmission.

Conventional technology Conventional automatic transmissions for vehicles include Japanese Patent Application Laid-Open No. 62-83541.
As disclosed in the publication, the main transmission (first transmission) and the sub-transmission (second transmission) are arranged in series, and the final transmission ratio is determined by the product of the transmission ratios of both transmissions. There are some things that have come to be done.

Therefore, in such an automatic transmission, the number of gear stages of the main transmission multiplied by the number of gear stages of the auxiliary transmission is the sum of the number of gear stages, for example, the main transmission has 3 forward stages and the auxiliary transmission has 2 stages. (Lo, H
i switching), a total of six forward gears can be obtained as shown in Table 1 below, and a multi-stage automatic transmission can be achieved.

Problems to be Solved by the Invention However, in the conventional automatic transmission shift control device, the entire gear stage is changed from 2nd gear to 3rd gear and 4th gear.
When the gear is shifted from 1st to 5th speed, the upshift of the main transmission and the downshift of the auxiliary transmission are performed in synchronization.

That is, the gear changeover between the main transmission and the auxiliary transmission is normally performed by switching friction elements such as hydraulically operated clutches and brakes, but a unique engagement shock is generated when the friction elements are switched. .

For this reason, in conventional automatic transmissions, when the main transmission and auxiliary transmission shift synchronously, the engagement shocks of each may overlap, and in this case, a large shift shock is generated at the same time. The ride comfort of the vehicle is significantly deteriorated.

That is, Fig. 6 shows the acceleration characteristics when a double shift is performed in a conventional automatic transmission, and shows the maximum vibration F generated when the main transmission starts shifting (starting point P). Part A
When the auxiliary transmission starts shifting at , the minimum part B of the torque fluctuation that is generated when the auxiliary transmission starts shifting (starting point Q), and the maximum part in the main transmission. Since the minimum part C of the vibration generated next appears in the same phase, the reversing after these two are combined is generated as the peak torque D, and this causes the shift shock to become significantly thicker. There was the issue of putting it away.

Therefore, in view of such conventional problems, the present invention provides a minute time difference between the start timings of shifting between the main transmission and the auxiliary transmission, thereby reducing the vibration that appears immediately after the start of shifting of the transmission that is carried out first, and Provided is a shift control device for an automatic transmission that aims to reduce engagement shock by suppressing subsequent vibrations by setting the phase opposite to torque fluctuations that occur when the transmission starts shifting. The purpose is to

Means for Solving the Problems In order to achieve the above objects, the present invention provides a main transmission a having at least two or more gear shifting functions, as shown in FIG.
A transmission with two or more speeds and a sub-transmission with functions are arranged in series, and at least one of the main and sub-transmissions a and b is shifted based on the driving conditions. In an automatic transmission in which the final gear ratio is determined by the product of the gear ratios of A double changeover detection means C detects a downshifted double changeover; and upon detection of the double changeover, either the main transmission a or the auxiliary transmission A is shifted in advance. a shift start means d; and a vibration cycle detection means e for detecting the cycle of minimum and maximum vibrations that appear immediately after the start of the shift of the main transmission a or the sub-transmission that is shifted in advance by the shift start means d. and a shift delay means f for determining the shift start timing of the other of the main transmission a or the auxiliary transmission A, which has been shifted in advance, based on the minimum and maximum cycles detected by the vibration cycle detection means e.
It is configured by providing

Effect With the above-described configuration, in the automatic transmission shift control device of the present invention, when a double shift is performed, the main transmission a
Alternatively, one of the sub-transmissions is shifted in advance, and the shift start timing of the other transmission is determined based on the vibration period that appears immediately after the shift of the preceding transmission starts.
The start timing of the transmission that is shifted later is such that the phase of the vibration that appears immediately after the start of shifting of the transmission that is shifted first and the torque fluctuation that accompanies the start of shifting of the transmission that is shifted later are in opposite phase. It is now possible to configure the main settings.

It is possible to significantly reduce the occurrence of vibration when the speed changes of the sub-transmissions a and b are overlapped.

Example Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

That is, FIG. 2 shows an embodiment of a shift control device for an automatic transmission according to the present invention. It is constructed by arranging in series a sub-transmission 14 that performs nine constant speed two-stage switching.

The gear trains of the main transmission 12 and the sub-transmission 14 are configured as shown in FIG. 3, and the main transmission 12 includes a first planetary gear set PG+, a second planetary gear single set PG,...! : and the auxiliary transmission 14 includes a third planetary gear set PG3.

Above 1st. Second. 3rd planetary gear set PC,, PC,, PG
s are each configured as a simple planetary gear, the first and second
．． The third sangia S,,S,,S,and the first. 2nd, 3rd
Binion gear P l + P *, P 3 and the first
゜Second. 3rd ring gear R+, Rt, Rs, 1st degree, 2nd degree. It is composed of third pinion carriers PC, , PC, , pcs.

Further, in the main transmission 12, the first. 2nd planetary gear set PG
As shown in the figure, the gear train consisting of the PGt includes a reverse crankshaft R/C that connects the input shaft I/S and the first sun gear SI, an input shaft I/S and the first pinion carrier PC, A high clutch H/C connects the first pinion carrier PC3 and a forward clutch F/C connects the second ring gear R1.
A band brake B/B fixes C and first sun gear S to the casing C/5 (Ill), and a low and reverse brake L&R/B fixes the first pinion carrier PCr to the casing C/S side.

Further, a forward one-way clutch F10/C is connected between the forward clutch P/C and the second ring gear R2.
is provided, and a row one-way clutch L10 is provided between the first pinion carrier PCI and the casing C/S.
・C is provided, and an overrun clutch O- is provided between the first pinion carrier PC1 and the second ring gear R1 in parallel with the forward one-way clutch F10・C.
R/C is placed.

Further, in the sub-transmission 14, the gear train composed of the third planetary gear set PC includes a third pinion carrier PC3 and a third sun gear S, as shown in the figure.

A duction brake R-D/B is provided to fix the direct clutch D/C and the third sun gear S to the casing C/S.

Further, a reduction one-way clutch R-Dlo.C is disposed between the third sun gear S and the casing C/S.

The second pinion carrier PC2, which is an output member of the main transmission 12, and the third ring gear R3, which is an input member of the auxiliary transmission 14, are connected via an intermediate shaft M/S.

Further, the rotational force of the engine E is inputted to the input shaft 1/S in FIG. 3 through the torque converter T/C.

By the way, in the main transmission 12, as shown in Table 2 below, each friction element (R/C, II/C, F/C, B/B.

Various gears can be obtained by engaging and releasing the gear shift hydraulic pressure (line pressure) supplied from a control valve (not shown).

Table 2: In the same table, a 0 mark indicates a fastened state, and no mark indicates a released state.

Further, the forward one-way clutch F10.C is free when the second ring gear R2 rotates in the forward direction relative to the first pinion carrier PC1, and is locked when the second ring gear R2 rotates in the reverse direction, and the forward one-way clutch L1
0.C is free when the first pinion carrier PC rotates in the forward direction, and is locked when it rotates in the reverse direction.

By the way, the above-mentioned overrun clutch O-R/C is
Although not shown in the table, the overrun clutch 0/R
/C is when the accelerator opening is 1716 on the low gear side below 3rd gear.
By being engaged as follows, the function of the forward one-way clutch F10.C is eliminated and the engine brake is operated.

On the other hand, the sub-shift mentioned above! 14 is direct clutch D/C
When the direct clutch D/C is engaged, the input rotation is outputted in a constant velocity (Hi) state, and when the direct clutch D/C is released, it is outputted in a decelerated (Lo) state.

In addition, the above reduction one-way Kura Nochi R-D1
0.C becomes free when the third sun gear S3 rotates in the normal direction, and is locked when the third sun gear S3 rotates in the reverse direction.

In the automatic transmission lO, the final gear ratio output from the output shaft O/S is determined by the product of the gear ratio of the main transmission 12 and the gear ratio of the auxiliary transmission 14. The number of gears obtained by the transmission IO is determined by the combination of the number of gears of the main transmission 12 and the sub-transmission 14, and in this embodiment, the main transmission 12 is switched to four forward gears. , sub-transmission 14
is switched between two gears (Lo, Hi), so that a total of eight forward gears can be shifted as shown in Table 3 below.

(The following is a blank space) It is designed to be turned on and off by the control signal output from Table 3.

Therefore, the above 1. Second. third shift solenoid 22,
24 and 26 are turned ON and OFF, the first valve (not shown) built into the control valve is activated. Second. The third shift valve is switched to engage and release each of the friction elements described above, and each gear stage is obtained as shown in Table 4 below.

Table 4 The above control valve has the first valve for switching the main transmission 12.
Shift solenoid 22 and second shift solenoid 24
and a third shift solenoid 26 for switching the sub-transmission 14. 2nd and 3rd shift solenoid 2
2,24.26ka (^/T control uni throat 28
The main transmission controller 30 (for controlling the first and second shift solenoids 22, 24) and the sub-transmission controller 32 (for controlling the third shift solenoid 26) are built into the main transmission controller 30 and From the sub-transmission controller 32, the first. ON and OFF output to 2nd and 3rd shift solenoids 22, 24, and 26
The signal command is output from a shift control controller 34 serving as a shift start means.

A throttle opening signal detected by a throttle sensor 36 and a vehicle speed signal detected by a vehicle speed sensor 38 are manually inputted to the speed change control controller 34, and the speed is changed based on a preset shift schedule based on these throttle opening degrees and vehicle speed. Judgment is about to be made.

Here, in this embodiment, an acceleration sensor 40 is provided in the automatic transmission 10, and an A/T control unit 2 is provided.
8, a vibration period detection means 42 for manually detecting the maximum and minimum periods of acceleration vibration output from the automatic transmission 10 using the detection signal of the acceleration sensor 40; and a calculation result of the vibration period detection means 42. Based on the main transmission 12 and the auxiliary transmission I
A shift delay means 44 is provided for determining the time difference between the start of the four shift shifts.

The vibration period detection means 42 includes a maximum-minimum measuring circuit 46 and a period calculating circuit 48. The maximum-minimum measuring circuit 46 calculates the natural period existing in the acceleration vibration from the acceleration signal detected by the acceleration sensor 40. The minimum time and maximum time are measured, and the period calculation circuit 48 calculates the period -T' between the minimum and maximum from these minimum and maximum times.
Calculate.

On the other hand, the shift delay means 44 is constituted by a main and sub-transmission time difference determining circuit 50, and a delay controller 52 interposed between the shift control controller 34 and the sub-transmission controller 32. The auxiliary transmission time difference determination circuit 50 determines the time difference ΔT for starting shifting between the main transmission 12 and the auxiliary transmission 14 from the vibration period AT' calculated by the period calculation circuit 48, and the delay controller 52 The shift signal output from the shift control controller 34 to the sub-transmission controller 32 is
Delay by T.

The functions of the shift control device for the automatic transmission according to the present embodiment having the above configuration will be described below with reference to the flowchart shown in FIG.

That is, the above flowchart is executed for a predetermined short time (for example, l
First, the throttle opening is read in Step I, and the vehicle speed ■ is read in Step ■. In Step ■, a shift schedule is searched from the driving conditions of these throttle opening and vehicle speed.
It is determined whether or not the gear is to be changed. If rNOJ, the process returns to step (2), and if rYESJ, the process proceeds to step (2).

In the step (2), the main transmission 12 and the sub-transmission 14 are synchronized so that one is upshifted and the other is downshifted.
It is determined whether or not it is heavy shifting. If rNOJ is determined in step ■, the process proceeds to step ■ to perform normal shifting; if it is determined to be rYEsJ, the process proceeds to step ■, where the main The gear shift of the transmission 12 is executed in advance.

Incidentally, the gear shifting executed in step (2) and step (3) is performed by outputting a gear shifting command signal from the gear shifting controller 34 in FIG. 2 to the main transmission controller 3o and the auxiliary transmission controller 32. Since the delay controller 32 is not operated during the shift in step (3), the command signal output from the shift control controller 34 is immediately output to the auxiliary transmission controller 32, while the delay controller 32 is activated during the shift in step (2). This causes a delay in the command signal input to the sub-transmission controller 32.

Then, the process proceeds from step (2) to step (2), where the acceleration vibration g detected by the acceleration sensor 40 (see Fig. 5) is read, and in the next step (2), the acceleration vibration g is minimal (
It is determined whether the rNOJ is in the
In the case of , the process returns to step 2 again, and in the case of rYESJ, the process proceeds to step IX and sets the current time at the minimum to TI (see FIG. 5).

In the next step , and set the current time at the maximum to T, (see FIG. 5).

Incidentally, the processing from step (1) to the step store is performed by the maximum/minimum measurement circuit 46 shown in FIG. 2, and the processing for the next step store and step door is performed by the cycle calculation circuit 48.

That is, in the next step (2), the period ΔT' (see Figure 5) between the minimum and maximum vibration from the above T, , T is calculated as ΔT'-
Tt-TI, and in the next step, main transmission 12
The time difference ΔT between the shift start and the sub-transmission 14 is expressed as the period Δ
Determine based on T'.

In other words, the above time difference ΔT precedes the shift start (start point P
) is set so that the phase of the vibration generated by the main transmission 12 and the output torque fluctuation generated by the auxiliary transmission 14 which is shifted later are in opposite phases, and in this embodiment, as shown in FIG. As shown in the vibration excitation force characteristics of the auxiliary transmission shown in FIG. Time point Q is set at the minimum (portion E) of the vibrations generated in the main transmission 12.

Therefore, the above-mentioned time difference ΔT is equal to the above-mentioned period AT' and the coefficient 4
．． 5 (ΔT=4.5aT'), and this value is output from the main and auxiliary transmission time difference determination circuit 50 to the delay controller 52. While lT is being counted, the shift command signal output from the shift control controller 34 to the sub-transmission controller 32 is delayed.

Therefore, in the step double, it is determined whether the above-mentioned ΔT waiting time has elapsed after the shift start of the main transmission 12, and if "NO", the process returns to step W again, and if rYESJ, the process proceeds to step W, and the above-mentioned Delay controller 5
By stopping the operation of 2, the auxiliary transmission controller 3
2, a shift command signal is output to the sub-transmission 14, and the shift of the sub-transmission 14 is started.

As described above, in the shift control device of the present embodiment, when a double shift is detected, the shift of the main transmission 12 is first made to take precedence, and then the main and sub-transmission time difference determination circuit 50 calculates the Since the auxiliary transmission 14 starts shifting after the time difference ΔT, the main transmission 12
The phases of the acceleration vibration and the output torque fluctuation of the auxiliary transmission 14 that is shifted later can be made to be in opposite phases, and the vibrations that are generated thereafter (portion H in FIG. 5) are particularly prominent. It is possible to eliminate vibration peaks and achieve gentle fluctuations.

Therefore, the acceleration felt by the vehicle body is reduced,
It is possible to significantly reduce the shift shock caused by double shifting.

Note that the above-mentioned double changeover is not limited to the case where the main transmission 12 is upshifted and the auxiliary transmission 14 is downshifted (in the case where the entire automatic transmission 10 is downshifted, the main transmission This may also be the case where the transmission 12 is downshifted and the auxiliary transmission 14 is upshifted.

Furthermore, in this embodiment, the main transmission 1 is
2 has been disclosed in which the gears are changed in advance, but the auxiliary transmission 1
4 may be shifted first, and the main transmission 12 may be shifted later; in this case, the same function as in this embodiment can be achieved by making the phases of the vibrations generated by both of them opposite. can be obtained.

Further, in this embodiment, the acceleration sensor 40 is used to detect the vibration of the transmission that is shifted in advance, and the local minimum and maximum are measured from the vibration caused by the acceleration fluctuation. However, the present invention is not limited to this. The automatic transmission 10 uses a torque sensor instead of the acceleration sensor without
It is also possible to measure the minimum and maximum vibrations from the torque fluctuations output from the motor.

Furthermore, in this embodiment, the main transmission 12 has four forward gears, and the sub-transmission 14 has two gears, but the invention is not limited to this. Each transmission 14 has two or more gear stages, and has two or more gear stages.
The present invention can be applied to any device in which heavy shifting is performed.

As described in detail, the automatic transmission shift control device of the present invention includes a main transmission having a shift function of at least two or more stages, and a sub-transmission having a shift function of at least two or more stages. When the main transmission and the auxiliary transmission are synchronized and one is upshifted and the other is downshifted, a double changeover is performed.
Either the main transmission or the auxiliary transmission is shifted first, and the start timing of the transmission that is to be shifted later is determined based on the vibration cycle that appears immediately after the shift of the first transmission starts. As a result, it is possible to set the phase of the vibration generated by the transmission that is shifted first and the torque fluctuation of the transmission that is shifted later so that they are always in opposite phase, and the vibration that is generated after that By significantly reducing vibration, an excellent effect can be achieved in that the shift shock during double gear shifting can be significantly reduced.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing the concept of the present invention, FIG. 2 is a schematic diagram showing an embodiment of the present invention, and FIG. 3 is a schematic diagram showing a gear train of an automatic transmission to which the present invention is applied. , Fig. 4 is a flowchart showing an example of the processing of a program executed by the present invention, Fig. 5 is a vibration characteristic diagram generated during double shift shifting performed by the present invention, and Fig. 6 is a diagram of conventional shift control. FIG. 4 is a characteristic diagram of vibrations generated during double gear shifting performed in the device. 10... automatic transmission, 12... main transmission, 14...
-ml change ff1a, 28...A/T control unit, 34...shift control controller (shift start means), 36-4-throttle sensor, 38-vehicle speed sensor, 42...vibration cycle detection means, 44...Shift delay means. Figure 2 n Figure 1 44... 10 pieces of father luck mix

Claims (1)

[Claims] (1) A main transmission having a transmission function of at least two or more stages and a sub-transmission having a transmission function of at least two or more stages are arranged in series, and at least one of the main transmission and the sub-transmission is switched based on driving conditions. In an automatic transmission in which the final gear ratio is determined by the product of the respective gear ratios when the gears are changed, based on the above driving conditions, the main transmission and the auxiliary transmission are synchronized and one of them is A double changeover detection means detects a double changeover in which the other is upshifted and the other is downshifted; Shift start means for shifting; oscillation cycle detection means for detecting the cycle of minimum and maximum vibrations that appear immediately after the start of a shift of the main transmission or sub-transmission that is shifted in advance by the shift start means; It is characterized by providing a shift delay means for determining the shift start timing of the other of the main transmission or the auxiliary transmission, which is shifted in advance, based on the minimum and maximum cycles detected by the vibration cycle detection means. Shift control device for automatic transmission.