JPS59103064A - Control method during deceleration for power transmission for vehicle - Google Patents

Abstract

PURPOSE:To avoid an engine stall due to a too late disengagement of a friction clutch by disengaging the friction clutch when the rate of the engine speed reduction over a period of time becomes lower than a predetermined value during a deceleration. CONSTITUTION:A control device 140 comprising a micro computer is inputted with information such as throttle opening, vehicle speed, manual shift range, engine speed and brake operation by sensora and switches 141-145, and outputs an on/off signal or a pulse signal of a predetermined duty ratio to each of solenoid valves 111-117 in order to effect engagement or disengagement so that a desired speed shifting may be done. When braking is sensed by the switch 145 while the vehicle is being driven and the rate of change in the engine speed Ne over a period of time dNe/dt becomes lower than a predetermined value, an ON signal is fed to the solenoid valves 111-117 to disengage all the clutches. Thus, the power transmission is forcibly placed into the neutral position, avoiding an engine stall.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for controlling the deceleration of a power transmission device used in a vehicle such as an automobile, and more specifically, the present invention relates to a method for controlling deceleration of a power transmission device used in a vehicle such as an automobile, and more specifically, a method using an internal combustion engine or the like as a prime mover, and selecting rotational power of the prime mover to drive wheels. The present invention relates to a method for controlling a power transmission device having a friction clutch that transmits power during deceleration.

In vehicles that have a hydraulic torque converter in their power transmission system, the braking system is activated during driving and sudden braking is performed, and even if the vehicle speed decreases significantly, the fluid torque converter slips and the brakes are not as strong as in an internal combustion engine. There is no risk of the prime mover stalling, but in vehicles where the power transmission device does not have a hydraulic torque converter and the connection between the prime mover and drive wheels is performed by a friction clutch, When the braking device is activated and sudden braking is performed, the vehicle speed decreases and the rotational speed of the prime mover falls below a predetermined value, there is a risk that the prime mover will stall unless the friction clutch is disengaged. .

It has two power transmission systems in parallel with each other, which are selectively connected to a prime mover such as an internal combustion engine by individual friction clutches, each having a synchronized mesh transmission gear train. For vehicles equipped with a selective gear-type automatic transmission with a friction clutch that automatically starts and automatically changes gears by controlling the When this happens, the friction clutch is disconnected to disconnect the prime mover and transmission gear train, and control is performed to place the prime mover in an unloaded state. However, when the rotational speed of the prime mover drops sharply due to sudden braking, the friction clutch is disconnected due to a delay in control response. disconnection may be delayed and the prime mover may stall.

The present invention provides a power transmission system that performs control such as disengaging the friction clutch in advance in order to avoid stalling of the prime mover due to a delay in disengaging the friction clutch during sudden braking where there is a risk of delay in disengaging the friction clutch due to a delay in control response. The purpose of this invention is to provide a control method during deceleration.

Such object, according to the invention, comprises a friction clutch,
A method for controlling a vehicle power transmission device during deceleration configured to transmit rotational power of a prime mover to drive wheels by engagement of the friction clutch includes detecting the rotational speed of the prime mover and causing a braking device of the vehicle to perform a braking operation. During deceleration, this is achieved by a deceleration control method in which engagement of the friction clutch is released when the rate of decrease over time of the rotational speed exceeds a predetermined value.

According to the present invention, the vehicle is braked by the operation of the braking device, and the engagement of the friction clutch is released when the rate of decrease in the rotational speed of the prime mover over time exceeds a predetermined value, that is, the decrease in the engine rotational speed is rapid. This prevents the prime mover from stalling.

The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings. FIG. 1 is a longitudinal sectional view showing one embodiment of a vehicle power transmission device suitable for implementing the deceleration control method according to the present invention, and FIG. 2 is a skeleton of the vehicle power transmission device shown in FIG. 1. It is a diagram. In these figures, 1 indicates a friction clutch, and 2 indicates a gear transmission.

The gear transmission 2 includes a first hollow input shaft 3 rotatably supported in the gear case 52 by bearings 53 and 54, and a second hollow input shaft 3 provided through the hollow part of the input shaft 3. A first speed drive gear 5, a third speed drive gear 6, and a reverse drive gear 7 are fixed to the first input shaft 3. A second continuous drive gear 8 and a fourth speed drive gear 9 are fixed to the input shaft 4.

The gear transmission @2 has one output shaft 10 which is provided in a gear case 52 parallel to the input shaft and rotatably supported by the gear case 52 by bearings 55,56.

The output shaft 10 includes a first speed driven gear 11, a second linked driven gear 12, a third speed driven gear 13, and a fourth speed driven gear 14.
and are provided rotatably, respectively, and an output tooth type 15
is fixed. 1st speed to 4th speed driven gear 11~
14 are always in mesh with the first to fourth gears.

The output shaft 10 is provided with a first speed-third speed synchronizer 16 and a second speed-fourth speed synchronizer 17. These synchronizers are of the well-known inertia lock type known as the Borgwana synchromesh device, and the clutch hub 1 (3'a '+17a,
Cone portions U16b, 16c and 17b, 17c and synchronizer rings 16d, 16e and 17d, 17
e, and synchronizer sleeves 16f, 117f1 and shifting keys 16g, 17g. 1st gear -
The third-speed synchronizer 16 selectively connects either the first-speed driven gear 11 or the third-speed driven gear 13 to the output shaft 10 in a torque transmission relationship, and connects the first-speed and third-speed driven gears. It is designed to selectively achieve one or the other. Also the second
The speed-fourth speed synchronizer 17 selectively connects either the second linked driven gear 12 or the fourth driven gear 14 to the output shaft 1.
0 in a torque transmission relationship to selectively achieve either the second gear or the fourth gear.

A reverse driven gear 18 is integrally provided on the synchronizer sleeve 16f of the first-third speed synchronizer 16. As shown in FIG. 2, the gear transmission 2 has a reverse intermediate gear 20 attached to the shaft 19 so as to be slidable and rotatable in the axial direction thereof.
0 is the reverse drive gear 7 by moving to the left in the figure.
and the reverse driven gear 18 at the same time to selectively achieve the reverse gear.

The gear transmission 2 includes two fork shafts 58 that are installed in a gear case 52 parallel to the input shaft 3.4 and the output shaft 10, and are supported by the gear case 52 so as to be movable in the axial direction thereof.
．． It has 59. The fork shaft 58 has a fork member 6o that engages with the synchronizer sleeve 16f of the first speed-first triple synchronizer 1G and drives it in the axial direction.
is fixed. A fork member 61 that engages with the synchronizer sleeve 17f of the second-to-fourth speed synchronizer 17 to drive it in the axial direction is fixed to the five fork shafts, and also connects the reverse intermediate gear 2o to the shaft. A fork member 57 that is moved along the axis 19 is provided so as to be movable in the axial direction. The fork shafts 58 and 59 are provided with three click stop grooves 62 to 64 and 65 to 67, respectively, and check balls (not shown) provided in the gear case 52 are selectively inserted into these click stock grooves. It is designed to engage with. With this click stop mechanism, the fork shafts 58 and 59 are respectively moved to the neutral position as shown in the figure, to the right position moved to the right in the figure from this neutral position, and to the left in the figure from the neutral position. Move with a sense of moderation between the left side and the left position.

The first speed-third speed synchronizer 16 is in the neutral position when the fork shaft 58 is in the neutral position, and the first speed driven gear 1
Both the 1st and 3rd speed driven gears 13 are separated from the output shaft 10, and when the fork shaft 58 is on the right side, the synchronizer sleeve 16f is driven to the right in the figure, and the 1st speed driven gear 13 is separated from the output shaft 10. 11 is connected to the output shaft 10 in a torque transmission relationship, and when the fork shaft 58 is in the left position, the synchronizer sleeve 16 [is driven to the left in the figure, thereby moving the third speed driven gear 13 to the output shaft 1.
0 in a torque transmission relationship.

The second speed-fourth speed synchronizer 17 is in the neutral position when the five fork shafts are in the neutral position, and the second speed driven gear 1 is in the neutral position.
When the fork shaft 59 is in the right position, the synchronizer sleeve 16f is driven to the right in the figure, and the second and fourth driven gears 14 are separated from the output shaft 10. 12 is connected to the output shaft 10 in a torque transmission relationship, and when the A-drift shaft 59 is in the left position, the synchronizer sleeve 17f is driven to the left, so that the fourth speed driven gear 17! I to output shaft 1
0 in a torque transmission relationship.

The fork shafts 58 and 59 are each driven by a shift release cylinder device 68, 69 between a neutral position, a right-hand position, and a left-hand position. The shift release cylinder devices 68.6 are each attached to an end cover 70 fixed to one end of the gear case 52. When no oil pressure is introduced into either of the oil chambers 72, 73 provided on both sides of the piston 71, the shift release cylinder device 68 is in a neutral position as shown in the figure by the action of a spring 74, 75, and the fork shaft 58 on the other hand, when hydraulic pressure is introduced into the oil chamber 72, the fork shaft 58 is driven to the right position, and when hydraulic pressure is introduced into the oil chamber 73, the fork shaft 58 is driven to the left position. It has become. The shift release cylinder device 69 has oil chambers 77 provided on both sides of the piston 76.
When hydraulic pressure is not introduced into any of the oil chambers 78, the fork shaft 59 is brought to the neutral position as shown in the figure, whereas when hydraulic pressure is introduced into the oil chamber 79, the fork shaft 59 is brought to the right position. and the oil chamber 7
Hydraulic system was introduced in 8th! At time c, the fork shaft 59 is driven to the left position.

A shift release cylinder device 81 is attached to the fork member 57.
(see FIG. 3) are drivingly connected.

This shift release cylinder device 81 is in the right position by the action of a spring 84 when no oil pressure is introduced into the oil chamber 83 provided on one side of the piston 82, and the shift release cylinder device 81 is located at the right side position by the action of a spring 84. When the hydraulic pressure is introduced into the oil chamber 83, the fork member 57 is driven to the left as seen in FIG. 20
is driven to a position where it meshes with the reverse driving gear 7 and the reverse driven gear 18 at the same time.

The output shaft 15 is constantly meshed with the input gear (ring gear) 86 of the differential gear device 85. The differential gearing 85 is of a type known per se and includes two pairs of bevel gears 87,88.
and 89.9o, of which a pair of bevel gears 87.8
8 is rotatably supported by a case 92 by a shaft 91 and connected to an input gear 86, and the other pair of bevel gears 89.9o
are meshed with bevel gears 87 and 88 at the same time, and are connected to left and right output shafts 93 and 94, respectively. Left and right drive wheel shafts are connected to the output shafts 93 and 94.

The clutch 1 has a clutch housing 21, and a flywheel 23, which is an input member, is provided inside the clutch housing 21. The flywheel 23 is drivingly connected to an output member of a prime mover, such as an internal combustion engine (not shown), for rotation about the axis of the input shaft.

Further, the flywheel 23 supports one end of the second input shaft 4 by a bearing 24.

An annular first frictional engagement surface 25 is provided on one end surface of the flywheel 23 . Further, a clutch cover 27 is attached to one end of the flywheel 23 with bolts 26. Inside the clutch cover 27, a pressure plate 28 having an annular shape is disposed opposite to the first frictional engagement surface 25.
is provided so as to be movable in its axial direction. Further, a diaphragm spring 30 is provided inside the clutch cover 27, and this diaphragm spring 30 is connected to the clutch cover 27 at its intermediate portion by a pin 29, and connected to the pressure plate 28 at its outer peripheral portion by a connecting tool 28a. In addition, the tongue-shaped inner edge portion engages with the clutch release bearing 31, and urges the pressure plate 28 toward the first frictional engagement surface 25, that is, to the right in FIG. . The clutch release bearing 31 is slidably supported in the axial direction on the outer periphery of a sleeve member 33 attached to the clutch housing 21 by screws 32, and the clutch release bearing 31 has a clutch release shaft A-
One end of the lever 34 is engaged.

This release fork 34 is pivotally supported to the clutch housing 21 by a pivot structure (not shown) at its intermediate a+, and is engaged at the other end with a screw 1 rod of a clutch release cylinder device 95 (see FIG. 3). It is adapted to be pivotally driven by the cylinder device. A clutch disc member 35 is provided between the flywheel 23 and the pressure plates 1 to 28. This clutch disc member 35 is located between a hub member 36 spline-coupled to the first input shaft 3, the first frictional engagement surface 25, and the suppression surface 281 of the pressure plate 28, and faces them. A disc plate 38 with seven acings 37 on the part where it is connected, a hub member 36 and a disc plate 38
It is composed of three torsion elastic members connecting the two. The structure of the clutch described above is the same as that of a known dry clutch.

The flywheel 23 has a cylindrical portion 4o whose one end is substantially closed by the flywheel at a portion inside the first frictional engagement surface 25, and this cylindrical portion has a second frictional engagement surface on one end surface. A frictional engagement member 42 having an engagement surface 41 is fixed to close the other end of the cylindrical portion. Also, the cylindrical part 40
Inside, a pressure piston 43 is provided so as to be movable in the axial direction, facing the second friction engagement surface 41.
This pressure piston 43 defines an oil chamber 44 on the side opposite to the friction engagement member 42, and has a return spring 5.
0, it is biased in a direction away from the second frictional retaining surface 41, that is, to the right in the figure. Hydraulic pressure is selectively supplied to the seedlings 44 from an oil passage 51 provided on the second input shaft 4.

A clutch disc member 45 is provided between the frictional engagement member 42 and the pressure piston 43. The clutch disc member 45 includes a hub member 46 that is spline-coupled to the second input shaft 4 that extends through the frictional engagement member 42 and the pressure piston 43, and a second frictional engagement surface 4.
A disc plate 48 is provided with a facing 47 at a portion located between and facing the pressing surface 43a of the pressure piston 43, and a torsion spring 49 connecting the hub member 46 and the disc plate 48. I'm at No.

When oil pressure equal to or higher than a predetermined value is supplied to the oil chamber 96 of the clutch release cylinder device 95, the clutch release fork 34 pivots so that the illustrated end of the clutch release fork 34 moves to the right in the figure. As the clutch release bearing 31 is guided by the sleeve member 33, the clutch release bearing 31 moves to the right in the figure, and the diaphragm spring 30 undergoes polar deformation with the pin 29 as a pivot point, and the pressure plate 28 moves to the right in the figure. , the facing 37 of the clutch disc member 35 separates from the first frictional engagement surface 25 of the flywheel 23 and the pressing surface 28b of the pressure plate 28, and the flywheel 23 and the first input shaft 3 are separated from each other. is separated. As the oil pressure in the oil chamber 96 of the clutch release cylinder device 95 decreases, the end of the clutch release fork 34 moves to the left/right in the figure.
As the clutch release bearing 31 is guided by the sleeve member 33 and moves to the left in the figure, the pressure plate 28 moves to the right in the figure via the diaphragm spring 3o, and the hydraulic pressure increases. When becomes less than a predetermined value, the pressure plate 28 comes into contact with the clutch disc member 35, and the facing 3 of the clutch disc member 35 is pressed by the spring force of the diaphragm spring 3o.
7 is sandwiched between the first engaging portion 25 of the flywheel 23 and the pressing surface 28a of the pressure plate 28, and is pressed by these, and the frictional force between them causes the flywheel 2 to
3 and the first input shaft 3 are drivingly connected. the clamping force;
That is, the clutch engagement load is caused by the amount of movement 1. to the left in the figure at the end of the clutch release fork 34 due to a decrease in the oil pressure in the oil chamber 9G. That is, it increases proportionally as the clutch stroke increases. The operation and clutch characteristics of this clutch are substantially the same as those of conventional dry clutches.

When oil pressure of a predetermined value or more is not supplied to the oil chamber 44, the pressure piston 43 is displaced to the right in the figure by the spring force of the return spring 50, so that it moves away from the friction engagement surface 41, and the clutch The facing 47 of the dick member 45, the second friction engagement surface 41 of the friction retention member 42, and the pressing surface 43 of the pressure piston 43
The flywheel 23 and the second input shaft 4 are separated because there is no substantial frictional force between the flywheel 23 and the second input shaft 4.

On the other hand, when oil pressure is supplied to the oil chamber 44 from the oil passage 5go, the pressure piston 43 moves to the left in the figure against the action of the return spring 5o, and this causes the clutch disc 45 to shift. 7 Acing 47 is sandwiched between and compressed by the second frictional engagement surface 41 of the frictional engagement member 42 and the suppression surface 43a of the pressure piston 43, and the flywheel 23 is compressed by the frictional force between them.
and the second input shaft 4 are drivingly connected. This clutch engagement load increases proportionally as the oil pressure in the oil chamber 44 increases.

Oil chamber 44 of clutch 1, clutch release cylinder equipment @
95 oil chamber 96, shift release cylinder device 68.6
Oil supply and oil discharge to the oil chambers 73, 74, 77, and 78 of No. 9 are controlled by a hydraulic circuit device as shown in Fig. 3.

In FIG. 3, reference numeral 100 indicates an oil pump, and the oil pump 100 sucks hydraulic oil from an oil tank 101 and generates hydraulic pressure. This oil pressure is regulated by a pressure regulating valve 102 and supplied to a conduit 103 as a constant line oil pressure.

The conduit 103 is connected to one boat a of the electromagnetic switching valves 111 to 117 via conduits 104 to 110, respectively.

Each of the electromagnetic switching valves 111 to 117 is configured as a three-way switching valve, and has two boats b and C in addition to port a. The boat b of the electromagnetic switching valve 111 is connected to the oil chamber 96 via the conduit 118, and the boat b of the electromagnetic switching valve 112 is connected to the conduit 119.
The boat b of the electromagnetic switching valve 113 is connected to the oil chamber 72 via the conduit 120, and the boat 1 of the electromagnetic switching valve 114 is connected to the oil chamber 44 via the conduit 120.
) is connected to the oil chamber 77 via the conduit 121, the boat 1-b of the electromagnetic switching valve 115 is connected to the oil chamber 73 via the conduit 122, and the boat b of the electromagnetic switching valve 116 is connected to the oil chamber 78 via the conduit 123. The 117 boats b are each connected to the oil chamber 83 via a conduit 124. The boats C of the electromagnetic switching valves 111 to 117 each connect the drain conduits 125 to 131 to the light oil tank 1.
01.

Each of the electromagnetic switching valves 111 to 117, 132, and 133E,
When the power is on, port b is connected to the boat a, while when the power is off, the port l) is connected to the boat G. Control of energization to these electromagnetic switching valves is performed by an electric control device 140.

The control device 140 includes a general microcomputer equipped with a CPU and a storage device, an input/output circuit, etc., and controls the throttle opening detected by the throttle opening sensor 141 and the vehicle speed detected by the vehicle speed sensor 142. and the manual shift range detected by the shift lever switch 143, the rotation speed of the prime mover detected by the rotation speed sensor 144, and the operation of the brake (vehicle braking device) detected by the brake switch 145. The electromagnetic switching valves 111 to 11
7, selectively outputs an on/off signal or a pulse signal with a predetermined duty ratio.

In the case of a power transmission device having the above-mentioned configuration (in a vehicle that has been used), the first speed driven gear 11 is in a torque transmission relationship to the output shaft 10 by the first speed-third speed synchronizer 16 for forward start. After this, the clutch disc member 35 is sandwiched between the pressure plate 28 and the flywheel 23, and rotational power is thereby transmitted from the prime mover (not shown) to the first input shaft 3.

The engagement of the clutch 1 when the vehicle starts is started when the rotational speed Ne of the prime mover detected by the rotational speed sensor 144 reaches a predetermined engagement starting rotational speed.

Shifting while the vehicle is running is carried out from 1st gear to
3rd speed synchronizer 16 and 2nd-4th speed synchronizer 17
This is performed by switching the driven gears 11 to 14 to the output horn shaft 10 and connecting and connecting the two clutch mechanisms included in the clutch 1. During normal driving, only one of the two Kurasochi mechanisms that clutch 1 is equipped with is kept in an engaged state, and the other is released (disconnected), and when shifting gears, the clutch mechanism that was previously in a released state is engaged. At the same time as the engagement starts, the clutch mechanisms that have been in the engaged state start to be released, and the disengaged states of the two clutch mechanisms are reversed.

While the vehicle is running, one of the two clutch mechanisms of the clutch 1 is in an engaged state as described above, but when it is detected by the brake switch 145 that the braking device of the vehicle is performing a braking operation. , the rotation speed Ne of the prime mover detected by the rotation speed sensor 144 in the control device 140
The time-dependent decrease s$ dNe /dt is calculated, and when this is less than a predetermined value Δne, the clutch 1 is maintained in the engaged state; Disengage and start the prime mover.
and second input shafts 3 and 4. Also, at this time, the synchronizers 16 and 17 are both returned to the neutral position, and all of the driven gears 11 to 14 are connected to the output shaft 10.
more separated. That is, when the rate of change over time in the rotational speed of the prime mover exceeds a predetermined value, the power transmission device is forced into the neutral state.

This prevents the prime mover from stalling.

In addition, in order to avoid stalling of the prime mover, the clutch 1 is forcibly released from engagement even when the rotational speed of the prime mover becomes a predetermined amount lower than the clutch engagement starting rotational speed and less than the clutch release rotational speed N (I). be done.

FIG. 4 shows a flowchart for controlling the power transmission device during deceleration of the vehicle as described above, and this flowchart is repeatedly executed at predetermined intervals as an interrupt routine.

In the above embodiment, the change in the rotational speed of the prime mover when the vehicle is decelerated is detected directly from the rotational speed of the prime mover, but it may also be detected from a change in the vehicle speed.

Although the present invention has been described in detail above with reference to specific embodiments, it is understood that the present invention is not limited thereto and that various embodiments are possible within the scope of the present invention. This will be obvious to businesses.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view showing one embodiment of a vehicle power transmission device suitable for applying the deceleration control method according to the present invention;
FIG. 2 is a skeleton diagram of the vehicle power transmission device shown in FIG. 1, FIG. 3 is a control circuit diagram of the control I device used to implement the control method according to the present invention, and FIG. 4 is a deceleration diagram according to the present invention. 3 is a flowchart illustrating how to implement a time control method. DESCRIPTION OF SYMBOLS 1... Clutch, 2... Gear transmission, 3... First input shaft, 4... Second input shaft, 5-9... Drive gear. 10... Output shaft, 11-14... Driven gear, 15.
...Output gear, 16.17...Synchronizer, 18...
Reverse driven gear, 19... Shaft, 20... Reverse intermediate gear, 21... Clutch housing, 23... Flywheel. 24... Bearing, 25... First friction engagement surface, 26...
...Bolt, 27...Clutch cover, 28...Pressure plate, two...Bin, 30...Diaphragm spring, 31...Clutch release bearing,
32...Screw, 33...Sleeve member, 34...
Clutch release fork, 35...Clutch disc member, 36...Hub member, 37...Facing, 38...Disc plate, 39...Torsion elastic member, 4o...Cylindrical portion, 41... ...Second friction engagement surface, 42...Friction engagement member, 43...Pressure piston, 44...Oil chamber. 45...Clutch disc member, 46...Hub member. 47 river facing, 48...disc plate. 49... Torsion spring, 50... Return spring, 51... Oil path, 52... Gear case,
53-56...Bearing, 57...Fri member, 58
．． ．． 59... Fork shaft, 60, 61... Fork member, 62-67... Click stop groove, 68.6
9...Shift release cylinder device, 70...End cover. 71...Piston, 72.73...Oil chamber, 74.7
5... Spring, 76 River piston, 77.78... Oil chamber, 79.80... Spring, 81... Shift release cylinder device, 82... Piston, 83... Oil chamber, 8
4 river springs. 8.Differential gear device, 86..Input gear, 87-9
0...Bevel gear, 91...Shaft, 92...Case, 9
3.94... Output shaft, 95... Clutch release cylinder device, 96... Oil chamber, 100... Oil pump,
1o1... Oil tank, 102... Pressure regulating valve, 103-
110... Conduit. 111-117...Solenoid switching valve, 118-124...
・Conduit, 125-131...Drain conduit, 140...
・Control device, 141... Throttle opening sensor, 14
2... Vehicle speed sensor, 143... Shift lever switch. 144... Rotation speed sensor, 145... Brake switch

Claims (1)

[Scope of Claims] A method for controlling a vehicle power transmission device during deceleration, which has a friction clutch and is configured to transmit the rotational power of a prime mover to drive wheels by engagement of the friction clutch, is detected, and when the rate of decrease in the number of revolutions over time exceeds a predetermined value when the braking device of the vehicle is performing a braking operation, the friction is detected. A method for controlling a vehicle power transmission device during deceleration, the method comprising releasing a latch.