JPH0514820B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a shift control device for an automatic transmission that controls a shift operation in an automatic transmission using a synchronous gear type transmission.

[Conventional technology]

In recent years, automatic transmissions have been widely used, and one form of automatic transmission is a synchronous gear type transmission conventionally used in manual transmissions, which is controlled automatically using a hydraulically controlled actuator and an electronic control device. something is disclosed.

The automatic transmission that performs this automatic speed change control uses a synchronous mesh gear type device, so each time the gear is changed, the clutch is disengaged and the engine and transmission are disconnected. , the clutch must be engaged again. for that,
It takes a considerable amount of time to shift gears, and because the clutch is released during gear shifting, no driving force is transmitted, resulting in a temporary idle state. For this reason, the driver may feel a feeling of weakness or stalling of the vehicle, and may feel uncomfortable when driving.

Therefore, one method to eliminate the above-mentioned problems is to detect the magnitude of the synchronized load during gear shifting, and if the load is too large for the capacity of the synchronizer, it is necessary to shift to a neutral state before the synchronized operation (shift operation). The synchronous load is reduced by so-called double-clutch operation, in which the clutch that was disengaged for a gear shift operation is once engaged, and then the clutch is disengaged again and a synchronous operation is performed to reduce the synchronous load before the synchronous operation. A control method for an automatic transmission has been disclosed in which the time required for shifting is reduced by reducing the amount of time required for shifting, and at the same time, under-synchronization is prevented (see Japanese Patent Laid-Open No. 11754/1983).

[Problem that the invention aims to solve]

However, even if the control device for an automatic transmission has a means for reducing the synchronous load as described above, for example, a control device for an automatic transmission in which a manual 5-speed transmission is automatically shifted by an actuator,
The gears are shifted using a conical clutch whose rotation is synchronized by a synchronizing device, so each time the gears are shifted, the clutch must be disengaged and then reconnected after synchronization is complete, resulting in a disconnection of power transmission between the engine and the transmission. Even if the time required for the synchronizing operation is reduced, the time required for engaging and disengaging the clutch is always necessary.
Furthermore, since the clutch is disengaged during gear shifting, driving force is not transmitted, resulting in the problem that the driver cannot completely avoid feeling a feeling of weakness or stalling.

Therefore, the applicant installed an electromagnetic multi-disc clutch at the highest speed, that is, the 5th gear synchronization position of the transmission part,
A shift control device for an automatic transmission that operates an electromagnetic multi-disc clutch at the time of shift-up to smoothly shift up without disengaging the clutch was disclosed, and was previously published in Japanese Patent Application No. 166672/1983.
(Refer to Publication No. 26452). However, since the shift control device of this automatic transmission is applied only to upshifts, the same problem of time lag during shifting as described above remains during downshifts.

Furthermore, the present applicant has improved the shift control device for an automatic transmission disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 63-26452, and has improved the speed change control device for the automatic transmission disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 63-26452. By installing electromagnetic multi-plate clutches at the synchronized positions of the gears and activating transmission torque variable means (electromagnetic or hydraulic multi-plate clutches, etc.) during upshifts and downshifts, smooth upshifts can be achieved without disengaging the clutches. and a shift control device for an automatic transmission that performs downshift operations.

By the way, when driving a car, the time when you want to shift gears the quickest is when you want to perform a full acceleration when starting, especially when shifting from 1st gear to 2nd gear, and when coasting ( This is when the vehicle suddenly accelerates from (driving due to inertia in a neutral state), for example, when the vehicle shifts down to first gear after traveling in second gear and suddenly accelerates. In order to satisfy this demand, it is important to shorten the shift time between the first gear and the second gear.

However, when shifting up, the above-mentioned automatic transmission shift control device first disengages the electromagnetic multi-plate clutch installed at the synchronizing position of the 1st gear, and then disengaging the electromagnetic multi-plate clutch installed at the synchronizing position of the 5th gear. Four steps are required to gradually engage the multi-disc clutch and then shift the rotational speed of the input shaft to the second gear in synchronization with the rotational speed of the second gear.

When downshifting, first, the electromagnetic multi-plate clutch installed at the synchronized position of the 5th gear is gradually engaged, the 2nd gear is pulled out and set to neutral, and then the electromagnetic multi-plate clutch of the 5th gear is engaged. The operation involves disengaging the clutch and engaging the electromagnetic multi-disc clutch provided at the synchronizing position of the first gear, which similarly requires four steps. Therefore, the above-mentioned shift control device for an automatic transmission has a problem in that it takes a long time to perform a shift operation during any shift.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to solve the above-mentioned problems, and in particular, in an automatic gear shifting operation, between the lowest gear, that is, the first gear, and the next gear, that is, the second gear, In order to smoothly perform shift operations during upshifts and downshifts, the shift control system is configured to enable smooth and quick shift operations, and to enable smooth shift control during upshifts and downshifts. A synchronous gear type automatic transmission is configured to reduce the time required for gear shifting and prevent loss of driving force during gear shifting so that the driver does not feel a time lag in gear shifting. An object of the present invention is to provide a speed change control device.

[Means for solving problems]

In order to achieve the above object, the present invention is configured as follows. That is, in the present invention, transmission torque variable means are installed in the highest speed gear and the second gear, and a one-way clutch is installed in the first gear, so that the transmission torque variable means is installed in the highest speed gear and the second gear. At the time of shifting, first, the transmission torque is partially borne by the transmission torque variable means attached to the highest speed gear, and the current gear is disengaged to bring the transmission into a neutral state, and then the transmission is shifted to a neutral state. At times, the transmission torque variable means installed at the highest speed gear is controlled to increase the burden torque to shift to the next gear, and when downshifting, the transmission torque variable means installed at the highest speed gear is controlled to shift to the next gear. At the same time as releasing the torque variable means, the transmission torque variable means attached to the second gear is activated to increase the burden torque and control the shift to the next gear; The present invention relates to a shift control device for an automatic transmission, characterized in that when shifting between two gears, a shift operation is performed by activating and releasing the transmission torque variable means attached to the second gear.

For details, the gear change control device for this automatic transmission is as follows:
A multi-plate clutch, which is an electromagnetic multi-plate clutch or a hydraulic multi-plate clutch, is installed in place of the synchronizers provided in the 5th gear and 2nd gear of a conventionally known synchronous gear type automatic transmission. In addition, a one-way clutch is provided in the first gear train of the first gear, and in particular,
The structure allows a shift operation between a second gear and a second gear to be performed smoothly and in a short time. When shifting up or down, torque is transferred from the gear train of the current gear to the 5th gear or the 2nd gear by applying a predetermined current or fluid pressure to the multi-disc clutch. After temporarily applying a load to the gear train and setting the meshing of the current gear to neutral in that state,
increasing the current or fluid pressure to the multi-disc clutch to increase the load on the 5th gear or the 2nd gear;
As a result, the engine speed is adjusted to a predetermined speed suitable for the next gear, the current gear is disengaged, and then the next gear is engaged, and current is supplied to the multi-disc clutch. Alternatively, the fluid pressure is released and the load on the gear train of the 5th gear or 2nd gear equipped with a friction clutch is released.

[Effect]

The speed change control device for an automatic transmission according to the present invention includes:
With the above construction, a one-way clutch is attached to the first gear, so that the one-way clutch is used to drive the first gear. The shifting operation between the first gear and the second gear can be achieved by simply controlling the engagement and disconnection of the electromagnetic multi-plate clutch, which is a transmission torque variable means provided in the second gear.

Therefore, when the vehicle starts to accelerate at full speed, when shifting from 1st gear to 2nd gear and when accelerating all at once from coasting, for example, 2
Shifting down to 1st gear after driving at 1st speed and accelerating suddenly can be performed smoothly and in a short time, and shifting operations for other gears can be performed after the initial start from a vehicle stop state. With the above configuration, the operation from the vehicle running state to the vehicle stop state, and the control at downshift and upshift in each shift control, are performed without engaging or disconnecting the clutch. Enables speed change control without changing the position.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a shift control device for an automatic transmission according to the present invention will be described in detail below with reference to the drawings. 1st
FIG. 1 is a block diagram showing an outline of a system for controlling a shift control device for an automatic transmission according to the present invention.

The highest speed gear ratio gear stage (hereinafter referred to as the highest speed gear stage or 5th gear gear stage) which is the final gear stage of the synchronous mesh gear type transmission to be described later, and the lowest speed gear ratio gear stage (hereinafter referred to as the final gear stage) The next gear ratio gear (hereinafter referred to as the lowest gear or 1st gear)
(referred to as the next gear after the lowest gear or second gear)
Except for the electromagnetic multi-disc clutches C ₅ and C ₂ that are transmission torque variable means provided in For example, this system has almost the same system as the speed change control device for an automatic transmission disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 11754/1983.

In Figure 1, the intake gas (air or mixture)
Engine 1 including a throttle valve to control the amount
is shown, and a flywheel 1a is attached to the output shaft of the engine 1. Friction clutch 2
is brought into a released state by a release lever 2a, and the release lever 2a is reciprocated by a piston rod 3a actuated by a clutch actuator 3. Therefore, the clutch actuator 3 is It controls engagement and disengagement of the friction clutch 2. The clutch actuator 3 is controlled by hydraulic pressure from a hydraulic system 4. The transmission actuator 5 is provided with an electromagnetic multi-plate clutch actuator.

The synchronous gear type transmission 6 is driven by a transmission actuator 5 to perform a gear change operation, and has an input shaft or input shaft 6a connected to the clutch 2, an output shaft or drive shaft 6b, and a gear position. (gear position).

The select lever 7 is operated by the driver,
"N" range (neutral position), "D" range (automatic shift), "1" range (1st speed), "2" range (2nd speed),
"3" range (automatic shift), "R" range (reverse)
Each range can be selected by the lever position of the select lever 7, and a selection signal SP indicating the selected range is outputted by the select sensor 7a. The rotation sensor 8a detects the rotation speed of the input shaft 6a. The vehicle speed sensor 8b is connected to the drive shaft 6b.
This is to detect the vehicle speed from the rotational speed.
The engine rotation sensor 10 is the flywheel 1
This is for detecting the rotation speed of the engine 1 by detecting the rotation speed of the engine a.

The electronic control device 9, which is composed of a microcomputer, includes a processor 9a that decodes and executes instructions in the computer, that is, performs arithmetic processing, and a read-only device that stores a control program for controlling the transmission 6 and the clutch actuator 3. It is composed of a memory or ROM 9b, an output port 9c, an input port 9d, a random access memory or RAM 9e for storing calculation results, etc., and an address/data bus or BUS 9f connecting these.

The output port 9c is connected to the clutch actuator 3, the hydraulic system 4, the transmission actuator 5, and the electromagnetic multi-plate clutch actuator 15, and receives drive signals CDV, PDV, ADV,
Outputs CBV and CAV. On the other hand, input port 9
d is the various sensors 6c, 7a, 8a, 8 mentioned above.
b, 10, as well as detection signals 11a and 12a from the accelerator pedal 11 and the brake pedal 12.

The accelerator pedal 11 has a sensor 11a (potentiometer, etc.) that detects the amount of depression of the accelerator pedal 11, and the brake pedal 12 has a
It has a sensor 12a that detects the amount of depression of the brake pedal 12.

Next, an example of the mechanism of the synchronous gear type transmission 6 used in the present invention will be explained with reference to FIGS. 5, 6, and 7.

FIG. 5 is a sectional view of a main part of a synchronous gear type transmission 6 according to the present invention. This transmission 6 has an input shaft 6a and an output shaft 6b that are parallel to each other, a first speed gear train 1M, a second speed gear train 2M, and a third speed gear train 3.
Gear trains up to M, a 4th speed gear train 4M, and a 5th speed gear train 5M are attached in series. The input shaft 6a is integrally attached to a clutch plate of the clutch 2, such as a friction clutch, and rotates together with the clutch plate.

A known synchronizer D ₁ is installed on the first gear train 1M, and synchronizers D ₃ and D ₄ are also installed between the third gear train 3M and the fourth gear train 4M. Their operation is similar to conventionally known ones. 2nd speed gear train 2M and 5th speed gear train 5M
Electromagnetic multi-plate clutches C _{2 and} C ₅ are provided on each side of the 2-speed gear train 2M, _input shaft 6a, and 5-speed gear train. It is configured to connect and disconnect power transmission between 5M and the output shaft 6b.

FIG. 6 shows an enlarged view of the main parts of the mounting portions of the electromagnetic multi-plate clutches C ₂ and C ₅ . In each of the electromagnetic multi-plate clutches C ₂ and C ₅ , the 2nd speed gear train 2M or 5
An outer disk 20 attached to a part of the speed gear train 5M and an inner disk 21 attached to the input shaft 6a or the output shaft 6b are connected to the coil 22 and the armature 23 (i.e., the electromagnetic multi-plate clutch actuator 1).
5) Due to the electromagnetic attraction effect, frictional contact occurs and torque is transmitted.

The torque transmission force of electromagnetic multi-plate clutches C ₂ and C ₅ is
As shown in FIG. 7, the torque can be changed and transmitted, and the current CB given to the coil 22,
It increases in proportion to CA. That is, predetermined currents CB and CA are applied to the electromagnetic multi-disc clutch actuators 15 of the electromagnetic multi-disc clutches C ₂ and C ₅ by the signals CBV and CAV from the processor 9a.
It increases, decreases, and interrupts the required torque transmission.

That is, for example, if the processor 9a issues a shift-up signal while torque is being transmitted by the second-speed gear train 2M, the third-speed gear train 3M, or the fourth-speed gear train 4M, the signal CAV energization of the electromagnetic multi-plate clutch _C5 is started. As the current CA gradually increases, each gear train 2M,
Due to the relationship in the reduction ratio between 3M or 4M and the 5th speed gear train 5M, the gear train is gradually transferred to the 5th speed gear train 5M.

As a result, the gear meshing load in the synchronizers D ₃ and D ₄ is reduced, making it easier for the gears to disengage.At a certain point, the processor 9a issues a transmission actuator drive signal ADV, and the synchronizer
The gears of D ₃ and D ₄ are disengaged and the vehicle becomes neutral.
The current to the electromagnetic multi-plate clutch _C5 further increases, and the current to the electromagnetic multi-plate clutch C5 increases.
When the load on the gear train 5M for 5th gear increases further, the reduction ratio of the gear train 5M for 5th gear is small, so the input shaft 6
The rotational speed of a is decreasing.

When the rotation speed decreases to a predetermined number, the processor 9a
The transmission actuator drive signal ADV is issued again from , and gearing to the synchronizer for the next gear train is smoothly performed. At the same time, the current supply to electromagnetic multi-plate clutch _C5 is cut off, so
The clutch is released and all torque is transmitted by the next gear train.

A similar operation is repeated when shifting up from 3rd to 4th gear. Shifting from 4th gear to 5th gear is achieved by fully connecting the electromagnetic multi-disc clutch _C5 . When downshifting, the same operation is performed except that the electromagnetic multi-plate clutch _C2 is operated in place of the electromagnetic multi-disc clutch _C5 .

Next, the operation of the block diagram of the shift control device for an automatic transmission according to the present invention shown in FIG. 1 will be explained.

[1] First, when the select lever 7 is operated to the "D" range and the selection signal SP for the "D" range is input from the position sensor 7a to the input port 9d, the processor 9a reads it via the BUS 9f and stores it in the RAM 9e. Then, the drive signal ADV is outputted from the output port 9c to the transmission actuator 5, driving the transmission actuator 5 and shifting the transmission to the first speed.

[2] Next, the processor 9a receives the gear position signal GP from the gear position sensor 6c. Based on this position signal GP, the processor 9a detects that the transmission 6 has actually been shifted to 1st speed, and
Store it in 9e as TCS.

[3] Next, the processor 9a sends the clutch drive signal CDV to the clutch actuator 3 through the output port 9c, and the clutch actuator 3 gradually moves the piston rod 3a to the left, and releases the release lever 2a. gradually drive to the left. As a result, the amount of engagement of the clutch 2 changes as indicated by reference numeral a in FIG. 3, and the clutch 2 changes from a released state to a half-clutch state to a connected state. This causes the vehicle to start. Note that the symbol b in Fig. 3
shows the reverse state, that is, from a connected state to a half-clutch state to a released state.

[4] From then on, the processor 9a is the vehicle speed sensor 8.
The processor 9a periodically receives a detection signal (detection pulse) WP from the input port 9d, and calculates the vehicle speed V and stores it in the RAM 9e.
a through the input port 9d, and the RAM 9
The vehicle speed SP and the amount of depression are stored in e and as part of the program in ROM9b.
Find the gear position from the shift map SM corresponding to AP. That is, as shown in FIG. 2, the ROM 9b stores a shift map SM corresponding to the vehicle speed SP and the depression amount AP as a table. Second
In the figure, symbols I1, 2, 3, 4, V
5 indicates each gear stage of 1st, 2nd, 3rd, 4th, and 5th gears, where solid lines indicate the boundaries between the gears during upshifts and dotted lines indicate the boundaries between the gears during downshifts. Then, the next gear TC1 is determined from the depression amount AP and the vehicle speed SP.

[5] Next, the processor 9a reads the currently selected gear stage stored in the RAM 9e.
The TCS is compared with the gear position for which the TCS was calculated, and if they are the same, processing proceeds without using the drive signal ADV, and if they are different, it is determined that the gear position requires an upshift or a downshift. If there is a shift up,
In order to perform a gear shift operation to the determined gear position, the process described below is performed using the flowchart shown in FIG. 4A. In addition, when downshifting, the fourth
The processing to be described later, which will be explained using the flowchart in FIG. B, is performed.

First, the processing of the gear change operation at the time of shift up will be explained. [1] When the processor 9a recognizes the gear change command to shift up, the processor 9a outputs the electromagnetic multi-disc clutch drive signal CAV to the electromagnetic multi-disc clutch actuator 15. Send via port 9c. As will be described later, the electromagnetic multi-plate clutch C ₅ is provided at the highest speed gear, that is, the 5th speed gear train 5M of the synchronous gear type transmission 6.
This signal causes a gradually increasing current CA to be applied to the electromagnetic multi-plate clutch _C5 . With the gradual increase in current (DCA), the torque transmission amount (TP) of the electromagnetic multi-plate clutch _C5 increases, and the value of the torque transmission amount increases.
TP is connected to the processor 9 via the input port 9d.
It is stored in the RAM 9e of a. processor 9a
The transmission torque TP of the electromagnetic multi-plate clutch _C5 reaches a predetermined amount, and the load on the gear train of the current gear is reduced.
When the processor 9a recognizes that the value has become smaller than the predetermined value in the ROM 9b, the processor 9a sends a drive signal ADV to the shift actuator in the transmission actuator 5 via the output port 9c, and immediately changes the gear engagement of the current gear to neutral. Make it neutral.

[2] The processor 9a is a gear position sensor 6c
It is detected from the gear position signal GP that the detection signal is turned on, and it is detected that the transmission 6 has actually entered the neutral state.

[3] In parallel, the processor 9a
Read the next gear TC1 of e, and also calculate the gear ratio i at the next gear and the gear ratio i _f at the final gear.
Read from ROM9b, vehicle speed V in RAM9e
The following calculation is performed between TC1 and TC1 to determine the optimum engine speed _N1 for shifting to the next gear TC1.

That is, N ₁ =V·i· _if /R (R is the radius of the tire) and the value N ₁ is stored in the RAM 9e.

[4] The current CA supplied to the electromagnetic multi-disc clutch C ₅ continues to increase gradually, and therefore the transmitted torque, ie, the burden torque, also increases, so the engine rotational speed, ie, the rotational speed N ₀ of the input shaft 6a, decreases. I'll go.
The processor 9a receives the detection pulse IP from the rotation sensor 8a via the input port 9d,
From this, calculate the rotation speed N ₀ of the input shaft 6a,
Store in RAM9e.

[5] Next, the processor 9a reads the RAM 9e
The rotation speed N ₁ of the input shaft 6a and the rotation speed N ₀ of the input shaft 6a are read out and N=N ₀ −N ₁ is calculated, and the setting is made taking into account the capacity of the synchronizer, the minimum allowable shift shock, etc. Setting allowable rotation difference △N
Read from ROM9b, difference rotation speed N and △N
Compare the size with. △N is set for each gear, and the processor 9a selects the optimum △N according to the conditions.
Select.

[6] When the processor 9a determines that N<△N, that is, N ₀ −N ₁ <△N, by comparing the two described above, the processor 9a outputs the drive signal ADV of the transmission actuator 5 via the output port 9c. Send it out again.
As a result, the transmission 6
A shift drive is performed, and the gear is shifted to the next gear.

[7] The processor 9a is a gear position sensor 6c
A signal for recognizing the detection signal from the gear position detection signal GP input through the input port 9d, confirming the shift drive, and cutting off the electromagnetic multi-disc clutch drive current from the output port 9c, that is, making CA zero. , release the load on electromagnetic multi-disc clutch _C5 , and stop the shift drive.

[8] As a result, the transmission 6 has been synchronized to a higher speed gear, and the vehicle is running in this state, and the processor 9a is
The current gear TCS in the RAM 9e is replaced with the next gear TCI, and the gear shifting operation ends.

Next, a description will be given of processing for a gear change operation during downshifting. Processing for a gear change operation during a downshift is substantially similar to the process for a gear change operation during an upshift, and is performed as follows.

[1] When the processor 9a recognizes a speed change command to downshift, the processor 9a sends an electromagnetic multi-disc clutch drive signal CAV to the electromagnetic multi-disc clutch actuator 15 via the output port 9c. This signal causes a gradually increasing current CA to be applied to the electromagnetic multi-plate clutch _C5 . With the gradual increase in current DCA, the torque transmission amount (TP) of the electromagnetic multi-plate clutch _C5 increases, and the value of the torque transmission amount increases.
TP is connected to the processor 9 via the input port 9d.
It is stored in the RAM 9e of a. processor 9a
The transmission torque TP of the electromagnetic multi-plate clutch _C5 reaches a predetermined amount, and the load on the gear train of the current gear is reduced.
When the processor 9a recognizes that the value has become smaller than the predetermined value in the ROM 9b, the processor 9a sends a drive signal ADV to the shift actuator in the transmission actuator 5 via the output port 9c, and sets the gear engagement of the current gear to neutral. do.

[2] The processor 9a is a gear position sensor 6c
It is detected that the detection signal is turned on from the gear position signal GP, and the gear of the synchronizer is pulled out without disengaging clutch 2 while electromagnetic multi-disc clutch _C5 is energized. Next, it is detected that the gear is actually disengaged and the transmission 6 is in the neutral state. Here, the current CA to the electromagnetic multi-disc clutch _C5 is reduced to zero, that is, the current supply to the electromagnetic multi-disc clutch _C5 is cut off. Furthermore, the next gear after the lowest gear, that is, 2
The rotational speed _N0 of the input shaft 6a is increased by energizing the electromagnetic multi-disc clutch _C2 provided in the second speed gear train 2M of the speed change stage and causing the current CB to flow.

[3] In parallel, when the select switch is turned on, the processor 9a changes to the next gear of the RAM 9e.
At the same time as reading TC1, the gear ratio i at the next gear and the gear ratio i _f at the final gear (1st gear) are
Read from ROM9b, vehicle speed V in RAM9e
The following calculation is performed between TC1 and TC1 to determine the optimum engine speed _N1 for shifting to the next gear TC1. That is, N ₁ =V·i· _if /R (R is the radius of the tire) and the value N ₁ is stored in the RAM 9e.

[4] Here, the current CB supplied to the electromagnetic multi-plate clutch C ₂ continues to gradually increase (current increment DCB), and the transmitted torque, or burden torque, also increases, so the rotational speed of the engine 1, or The rotational speed N ₀ of the input shaft 6a increases. The processor 9a receives the detection pulse IP from the rotation sensor 8a.
is received through the input port 9d, from which the rotation speed _N0 of the input shaft 6a is calculated and stored in the RAM 9e.

[5] Next, the processor 9a reads the RAM 9e
Read out the rotation speed N ₁ of the input shaft 6a and the rotation speed N ₀ of the input shaft 6a, calculate △N=N ₁ −N ₀ , and set it by considering the capacity of the synchronizer, the minimum allowable shift shock, etc. Setting allowable rotation difference △N
It is read from the ROM 9b and the magnitudes of N ₁ and N ₀ are compared. ΔN is set for each gear stage, and the processor 9a selects the optimum ΔN depending on the conditions.

[6] When the processor 9a determines that N ₁ −N ₀ <ΔN by comparing the two, it sends out the drive signal ADV of the transmission actuator 5 again via the output port 9c. Thereby, the transmission 6 is driven to shift via an appropriate hydraulic circuit, and the gear is shifted to the next gear.

[7] The processor 9a is a gear position sensor 6c
The detection signal is recognized from the gear position detection signal GP input through the input port 9d, and the shift drive is confirmed. At the same time, a signal for cutting off the electromagnetic multi-plate clutch drive current is sent from the output port 9c, and the electromagnetic multi-plate clutch is Release the load on clutch _C2 , that is, make CB zero, and complete the shift drive.

[8] As a result, the transmission 6 has been synchronized to a lower gear, and the vehicle runs in this state, and the processor 9a
The current gear position TCS of 9e is replaced with the next gear position TCI, and the gear shifting operation is completed.

Incidentally, in the shift control device for this automatic transmission, a one-way clutch F is provided in the first gear train 1M, which is the lowest gear, that is, the first gear. As an example of incorporating the one-way clutch F, as shown in _FIG .
When the circumferential speed of the output shaft 6b is faster than the circumferential speed of the gear 17, the output shaft 6b is configured to idle. In addition,
In FIG. 8, reference numeral 24 indicates a block ring;
5 is a synchro cone, and 26 is a sleeve. In such a configuration, the following operations are performed for driving in first gear, upshifting from first gear to second gear, and downshifting from second gear to first gear.

[1] First, for driving in 1st speed, the synchronizer
D ₁ is engaged and torque is transmitted from the gear 16 of the input shaft 6a to the gear 17 of the output shaft 6b via the one-way clutch F.
Torque is transmitted to.

[2] Shifting up from 1st speed to 2nd speed will be explained with reference to FIGS. 5 and 9. This shift up is achieved by engaging an electromagnetic multi-plate clutch _C2 attached to the second speed gear train 2M. That is, as shown in FIG. 9, the vehicle starts running in 1st gear, the engine rotational speed, that is, the rotational speed N _e of the input shaft 6a increases, and the rotational speed of the gear 16 of the 1st gear gear train 1M increases. Along with the rise, the rotational speed _N1 of the gear 17 also rises.

At this time, the electromagnetic multi-plate clutch _C2 provided on the second speed gear train 2M is not engaged, and the gear 18 attached to the output shaft 6b of the second speed gear train 2M is spinning idly. When the rotation speed N ₁ of the gear 17, and therefore the rotation speed N ₀ of the output shaft 6b, increases to a predetermined rotation speed or higher (point T ₂ ), the electromagnetic multi-plate clutch C ₂ engages. The 2nd speed gear train 2M enters the driving force transmission state, and the rotational speed N _e of the input shaft 6a, that is, the rotational force, is temporarily lowered by the 2nd speed gear train 2M, but the rotational speed N _e of the input shaft 6a immediately decreases. At the same time, the output shaft 6b rises, the one-way clutch F becomes idle, and the shift operation from the first gear to the second gear is completed.

In other words, when the electromagnetic multi-plate clutch _C2 is engaged and the burden torque is gradually increased, the rotational speed of the input shaft 6a is lowered accordingly, and then the gear 17 of the output shaft 6b in the first speed gear train 1M is The rotational speed N ₁ of the output shaft 6b becomes slower than the rotational speed N ₀ of the output shaft 6b. Therefore, the one-way clutch F begins to spin idly. Moreover, the electromagnetic multi-plate clutch
_C2 is fully connected and the shift operation from 1st to 2nd gear is completed.

[3] For downshifting from 2nd gear to 1st gear, the operation is the reverse of the above, and 2
This can be achieved simply by disengaging the electromagnetic multi-plate clutch _C2 attached to the speed gear train 2M.
That is, first, when the electromagnetic multi-plate clutch _C2 is disengaged, the accelerator opening is increased for kickdown, and the engine speed increases. Along with this, the rotation speed N ₁ of the gear 17 of the output shaft 6b of the first gear train 1M is
The rotational speed of N tries to become faster than ₀ . Therefore,
One-way clutch F is locked or engaged, a downshift from second to first gear is accomplished, and torque is transmitted in first gear.

FIG. 10 shows the relationship between the rotational speed Ne of the input shaft 6a and the rotational speed _Np of the output shaft 6b caused by turning on and _off the accelerator when the vehicle is running in first gear. The rotational speed N _e of the input shaft 6a changes depending on whether the accelerator is turned on or off, and the one-way clutch F idles in a shaded area K of the rotational speed N _p of the output shaft 6b.
The rotational speed N _p of b is as indicated by the symbol P, and the vehicle runs idly when the accelerator is off, making it possible to run smoothly without jerkiness. That is, the engine is driven only when the accelerator is on, and when the accelerator is off, the vehicle is in a free running state P, so that the jerkiness or wobbling of the vehicle when the accelerator is on and off can be reduced.

The above operating conditions are summarized as shown in FIG. 11. First, for the shift-up operation, turn on the synchronizer D of the 1st speed gear train 1M (time
T ₀ ) and then, by connecting clutch 2, which is the starting clutch (time T ₁ ), the one-way clutch F is activated and the vehicle runs in the first gear. The vehicle speed, that is, the rotational speed _N0 of the output shaft 6b increases,
When shifting up from 1st gear to 2nd gear (time T ₂ ),
Electromagnetic multi-plate clutch C ₂ installed in 2nd speed gear train 2M
is turned on, and the one-way clutch F causes the first speed gear train 1M to idle. Therefore, no time lag occurs.

Furthermore, when the vehicle speed, that is, the rotational speed _N0 of the output shaft 6b increases, and the gear is shifted up from 2nd gear to 3rd gear (time
T ₃ ), the electromagnetic multi-disc clutch C ₅ provided in the 5th speed gear train 5M is turned on, the transmission torque is borne by the electromagnetic multi-disc clutch C ₅ , and the vehicle speed, that is, the output shaft 6b is increased by the 5th speed gear train 5M. The rotational speed N ₀ of the engine is temporarily lowered, and then the speed is increased immediately. Therefore, no torque loss condition occurs. The same holds true when shifting from 3rd gear to 4th gear, and when shifting from 4th gear to 5th gear, the electromagnetic multi-disc clutch _C5 is only connected, so no torque loss condition occurs.

Next, regarding downshifting, for example, when downshifting from 4th gear to 3rd gear, 2nd gear gear train 2M
The electromagnetic multi-plate clutch C ₂ provided in the is turned on, the transmission torque is borne by the electromagnetic multi-plate clutch C ₂ , and the vehicle speed, that is, the rotational speed of the output shaft 6b, is increased by the second gear train 2M.
N ₀ is raised once. Therefore, no torque loss condition occurs.

FIG. 4C shows a flowchart of a conventional system. This flowchart is shown in comparison with the flowcharts for upshifting and downshifting according to the present invention shown in FIGS. 4A and 4B.

Although one embodiment of the shift control device for an automatic transmission according to the present invention has been described above in detail, the present invention is not necessarily limited to the above configuration. For example, it is not limited to electromagnetic multi-plate clutches,
The clutch may be of any type as long as it can vary the transmission torque, and it goes without saying that a friction clutch, a fluid pressure clutch, a fluid pressure multi-plate clutch, etc. can be applied. Various design changes can be made within the scope of the technical concept defined by the above matters.

〔Effect of the invention〕

As is clear from the above description, this invention
With the above configuration, the shift operation between the 1st gear and the 2nd gear can be performed in two steps by the action of the one-way clutch attached to the 1st gear gear train of the 1st gear.
This can be achieved by simply engaging and disengaging the electromagnetic multi-disc clutch, which is a transmission torque variable means provided for the speed change gear.
Therefore, when performing full acceleration when starting, when shifting up from 1st gear to 2nd gear, and when accelerating all at once from coasting, for example, after driving in 2nd gear, downshifting to 1st gear and suddenly accelerating. Gear shifting operations can be performed smoothly and in a short time.

Furthermore, since the first gear is driven by a one-way clutch, the engine will only drive the engine when the accelerator is on, and when the accelerator is off, it will be running idle. Jerking or rattling of the vehicle can be reduced.
In addition, for other gear shifting operations, during shifting of a synchronous gear type automatic transmission, during upshifting or downshifting, shifting can be performed with the clutch in the connected state without disengaging the clutch. Compared to the conventional method, the time required for clutch release and clutch connection can be shortened, and
Since the clutch is always connected, there is no loss of torque during both downshifting and upshifting, and it is also possible to prevent shocks due to clutch engagement.

Therefore, smooth gear shifting is possible without giving the driver a feeling of weakness or stalling. In addition, in its configuration, the synchronizers for the lowest gear and second gear in the configuration of the conventional synchronous gear type automatic transmission are replaced with transmission torque variable means such as an electromagnetic multi-disc clutch. This has the great effect that the only modification required is to provide a one-way clutch in the first speed gear train, and all other parts can be used in common.

[Brief explanation of the drawing]

Fig. 1 is a schematic explanatory diagram showing an example of a system in which the present invention is implemented, Fig. 2 is an explanatory diagram of a shift up for speed change operation used in implementing this invention, and Fig. 3 is an explanatory diagram of clutch operation. FIG. 4A is a flowchart showing the operation of the automatic transmission's transmission control device during upshifting, and FIG. 4B is a flowchart showing the operation of the automatic transmission's transmission control device during downshifting. C is a flowchart showing the operation of a conventional automatic transmission shift control device, FIG. 5 is a sectional view of main parts of a synchronous gear type automatic transmission according to the present invention, and FIG. 6 is a mounting portion of an electromagnetic multi-plate clutch. 7 is a graph showing the characteristics of the electromagnetic clutch. FIG. 8 is a sectional view showing the installed state of the one-way clutch used in the shift control device for an automatic transmission of the present invention. Figure 10 is a graph explaining shift-up, Figure 10 is an explanatory diagram showing the state of the rotation speed of the input shaft and output shaft due to on/off of the accelerator, and Figure 11 is the concept of the shift control device for an automatic transmission of the present invention. FIG. DESCRIPTION OF SYMBOLS 1... Engine, 2... Clutch, 5... Transmission actuator, 6... Transmission, 6a... Input shaft, 6b... Output shaft, 15... Electromagnetic multi-plate clutch actuator, C ₂ , C ₅ ...Electromagnetic multi-plate clutch (variable transmission torque means), _D1 , _D3 , _D4 ...Synchronizer, F...One-way clutch, 1M, 2M, 3M,
4M, 5M...Gear train at each gear stage of the transmission.

Claims (1)

[Scope of Claims] 1. A transmission torque variable means is installed in the highest speed gear and the 2nd gear, and a one-way clutch is installed in the 1st gear, and the highest speed gear and the 2nd gear are connected to each other. When shifting between, first, the transmission is brought into a neutral state by disengaging the current gear, with part of the transmission torque being borne by the variable transmission torque means attached to the highest gear, and then, At the time of upshifting, the transmission torque variable means installed at the highest speed gear is controlled to increase the burden torque to shift to the next gear, and at the time of downshifting, the transmission torque variable means installed at the highest speed gear is controlled to shift to the next gear. releasing the transmission torque variable means and activating the transmission torque variable means attached to the second gear to increase the burden torque and control the shift to the next gear; A shift control device for an automatic transmission, characterized in that when shifting between a second gear and a second gear, a shift operation is performed by activating and releasing the transmission torque variable means attached to the second gear.