JPS59103065A - Control method of power transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent a danger by allowing an engagement of a reverse gear only when the manual shift is selected to the reverse range and the detected vehicle speed is substantially zero as well as by prohibiting an engagement of the reverse gear while driving forward. CONSTITUTION:When starting to the rear, the reverse gear is engaged only when a fact that the manual shift range is selected to the reverse range is detected by a shift lever switch 143, and when, at this moment, the vehicle speed detected by a vehicle speed sensor 142 is zero or within a predetermined range close to zero in such a manner in which a shift release cylinder device 81 operates a fork member based on a signal from a control device 140 to effect an engagement of an intermediate reverse gear with both a reverse drive gear and a reverse driven gear at the same time. Thus, the reverse gear is engaged only when the vehicle is stationary, and is prevented from being engaged when the vehicle is moving forward, ensuring to avoid a danger.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling a power transmission device used in a vehicle such as an automobile, and particularly includes a friction clutch, and by engaging the friction clutch, rotational power of a prime mover is transmitted through a transmission device. The present invention relates to a method of controlling a power transmission device configured to transmit power to drive wheels.

Vehicles such as automobiles need to be able to selectively travel forward or backward, and if the prime mover is a type that only generates rotational power in one direction, such as an internal combustion engine, the power transmission By switching the engagement of the gears of the gear-type transmission provided in the device, the output rotational motion and the rotational direction of the force are selectively converted, so that forward travel and reverse travel are selectively performed.

The above-mentioned transmission has a forward gear for achieving forward travel and a reverse gear for achieving reverse travel, and switching control between the forward gear and reverse gear is controlled by a manual shift range determined by the driver. This will be done accordingly. It controls the switching of the transmission and the engagement of the friction clutch according to the manual shift range determined by the driver, the output state of the prime mover, and the driving state of the vehicle, and automatically starts and shifts the vehicle. With some assist transmission devices, when the manual shift range is set to the reverse range, the reverse gear is automatically achieved and the vehicle starts automatically, so if the manual shift range is accidentally set to reverse while the vehicle is moving forward. When set to the range, the power transmission device performs switching control from the forward gear to the reverse gear in order to cause the vehicle to travel backward even when the vehicle is traveling forward.

In an automatic transmission system with a hydraulic torque converter, even if the manual shift range is set to the reverse range while the vehicle is moving forward, the slippage of the hydraulic torque converter will not cause a large shock to the occupants. The prime mover stalls and the vehicle stops, but as mentioned above, automatic transmissions do not have a hydraulic torque converter and the prime mover and transmission are selectively connected by a friction clutch. When a reverse gear is achieved while the vehicle is traveling forward, the vehicle comes to a halt with a large shock to the occupants. Since the reverse gear of a transmission generally does not operate on a synchronizer, even if the gears begin to engage to achieve the reverse gear during forward travel, in most cases the engagement will not take place, resulting in gear breakage and general A loud noise called gear noise occurs.

The present invention provides a power transmission device having an automatic transmission function.
To provide a control method that achieves a reverse gear only when a vehicle is stopped, and prohibits achieving a reverse gear while the vehicle is moving forward to prevent danger.

This purpose is to provide a control method for a vehicle power transmission system as described above, which detects the vehicle speed and achieves the reverse gear only when the manual shift range is set to the reverse range and the vehicle speed is substantially zero. This is achieved by a control method such as meshing gears.

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 vehicular power transmission device suitable for implementing the control method according to the present invention, and FIG. 2 is a skeleton diagram of the vehicular power transmission device shown in FIG. 1. be. In these figures, 1 indicates a friction clutch, and 2 indicates a gear transmission.

The gear transmission 2 has a hollow first input II! rotatably supported in the gear case 52 by bearings 53,54. lI3 and a second input shaft 4 provided through the hollow part of the input horn shaft 3, and the first input shaft 3 has a first speed drive gear 5 and a third drive gear 6. and a reverse drive gear 7 are fixed, and a second speed drive gear 8 and a fourth continuous drive gear 9 are fixed to the second input shaft 4.

The gear transmission 2 has one output shaft 10 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 gear driven gear 11, a second gear driven gear 12, a third gear driven gear 13, and a fourth gear driven gear 11.
4I are provided rotatably, and the output gear 15 is fixed. Driven gear 1 for 1st speed to 4th speed
1 to 14 are in constant meshing with the first to fourth gears, respectively.

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 a well-known inertia lock type known as a Borgwana synchromesh device.
6b, 160 and 17b, 17C, synchronizer rings 16d, 16e and 17d, 17e, synchronizer sleeves 16f, 17f, shifting key 1
Contains 6g and 17g. The first speed-third speed synchronizer 16 includes a first speed driven gear 11 and a third speed driven gear 13.
is selectively connected to the output shaft 10 in a torque transmission relationship to selectively achieve either the first gear or the third gear. Further, the second speed-fourth speed synchronizer 17 selectively connects either the second speed driven gear 12 or the fourth speed driven gear 111 to the output shaft 10 in a torque transmission relationship. The third gear and the fourth gear are selectively achieved.

A reverse driven gear 18 is integrally provided in the synchronizer sleeve 16 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, etc., to selectively achieve the reverse gear.

The gear transmission 2 includes two fly shafts 58 which are provided in the gear case 52 in parallel to the input shaft 3.4 and the input shaft 3.4 and are supported by the gear case 52 so as to be movable in the axial direction thereof.
．． It has 59. Fork @58 has 1st speed - 3rd speed
A fork member 60 that engages with the synchronizer sleeve 16f of the speed synchronizer 16 and drives it in the axial direction is fixed. A fly 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 fly shafts. A lever member 57 for moving the intermediate gear 2o along the shaft 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 62-64 and 65-67, respectively, and these click-stock grooves are provided with the gear case 5.
A check ball (not shown) provided at 2 is selectively engaged. With this click stop mechanism, the fork shafts 58.5 are 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 moved left position and the left position.

The first speed-third speed synchronizer 16 is in the neutral position when the A-flip shaft 58 is in the neutral position, and the first speed driven gear 16 is in the neutral position.
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 free shaft 58 is in the left position, the synchronizer sleeve 16f is driven to the left in the figure, thereby outputting the third speed driven gear 13. axis 1
0 in a torque transmission relationship.

The second speed-fourth speed synchronizer 17 is in the neutral position when the fork shaft 59 is in the neutral position, and the second speed driven gear 1
When the five fork shafts are on the right side, 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 fork shaft 59 is in the left position, the synchronizer sleeve 17 is driven to the left, thereby connecting the fourth gear slave 14 to the output shaft 10. It is designed to be connected 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 bar 70 fixed to one end of the gear case 52. When no hydraulic 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 springs 74, 750, and moves the fork shaft 58. When the oil pressure is introduced into the oil chamber 72, the fork shaft 58 is driven to the right position, and the oil chamber 73 is brought to the neutral position.
When hydraulic pressure is introduced, the A-lift shaft 58 is driven to the left position. The shift release cylinder device 69 has oil chambers 77 provided on both sides of its 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, and on the other hand, when hydraulic pressure is introduced into the oil chamber 79, the fork @59 is placed in the right position. When hydraulic pressure is introduced into the oil chamber 78, the five fork shafts are driven to the left position.

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

This shift release cylinder device 81 has a screw 1 screw 82.
When hydraulic pressure is not introduced into the oil chamber 83 provided on the 10,000-side side, the spring 84 acts to keep the reverse intermediate gear 2o in the right position via the fork member 57 with the reverse drive gear 7. When hydraulic pressure is introduced into the oil chamber 83, the fork member 57 is driven to the left as seen in FIG.
0 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 always meshed with an input gear (ring gear) 86 of a 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 89.90, 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 8G, and eight other pairs of bevel gears 90
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 the 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 a bolt 26. Inside the clutch cover 27, a pressure plate 2 having an annular shape is disposed opposite to the first frictional engagement surface 25.
8 is provided movably in its axial direction. A diaphragm spring 30 is installed inside the clutch cover 27, and the diaphragm spring 30 is connected to the clutch cover 27 by a pin 29 at its intermediate portion, and connected to the pressure plate 27 by a connecting tool 28a at its outer peripheral edge. The tongue-shaped inner edge engages with the clutch release bearing 31, and the pressure plate 28
is directed toward the first frictional engagement surface 25/\, that is, to the right in FIG. The clutch release fork 34 is supported on the outer periphery of the member 33 so as to be slidable in its axial direction, and one end of a clutch release fork 34 is engaged with the clutch release bearing.

This release valve A-ri 34 is pivoted to the clutch housing 21 by a pivot structure (not shown) at its intermediate portion, and the clutch release cylinder device 95 (third
(see figure), and is pivotally driven by the cylinder device. A clutch disc member 35 is provided between the flywheel 23 and the pressure plate 28. This clutch disc member 35 includes a hub member 36 splined to the first input shaft 3, and a hub member 36 splined to the first input shaft 3. A torsion elastic member connects the hub member 36 and the disk plate 38; a disk plate 38 that is located between the frictional engagement surface 25 and the pressing surface 28b of the pressure plate 28 and has a facing 37 on a portion facing them; 39.The structure of the clutch described above is the same as that of a well-known dry clutch.

The flywheel 23 has a cylindrical portion 40 that is substantially closed at one end 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 frictional engagement surface 41, and the pressure screws 1 to 43 have an oil chamber on the side opposite to the frictional engagement member 42. 44, and the return spring 50
Therefore, it is biased in a direction away from the second frictional engagement surface 41, that is, toward the right in the figure. Hydraulic pressure is selectively supplied to the oil chamber 44 from an oil passage 51 provided on the second input shaft 4.

A clutch disc member 11.5 is provided between the friction engagement member 42 and the pressure piston 43. The clutch disc member 45 includes a hub member 4G spline-coupled to the second input shaft 4 that extends through the friction engagement member 42 and the pressure piston 43, the second friction engagement surface 41, and the pressure piston 43. A facing 4 is located between and facing the pressing surface 4.3a of the
7 and four torsion springs connecting the hub member 46 and the disc plate 48 to the disc plate 1.

When oil pressure equal to or higher than a predetermined value is supplied to the oil chamber 9G of the clutch release cylinder device 95, the clutch release fork 3 is rotated by the pivoting of the clutch release valve A-34.
4 moves to the right in the figure, the clutch release bearing 31 is guided by the sleeve member 33 and moves to the right in the figure, and the diaphragm spring 30 moves the pin 29 accordingly. By elastically deforming as a pivot point, the pressure plate 28 moves to the left in the figure, and the facing 37 of the clutch disc member 35 is pushed away from the first frictional engagement surface 25 of the flywheel 23 and the pressing surface 28b of the pressure plate 28. The flywheel 23 and the first input shaft 3 are separated. The end of the clutch release fork 34 moves to the left in the figure as the oil pressure in the oil chamber 96 of the clutch release cylinder device 95 decreases, and the clutch release bearing 31 is guided by the sleeve member 33 as shown in the figure. By moving the pressure plate 28 to the left, the pressure plate 28 releases the diaphragm spring 3o.
When the hydraulic pressure drops below a predetermined value, the pressure plate 28 comes into contact with the clutch disc member 35, and the facing 37 of the clutch disc member 35 moves to the flywheel due to the spring force of the diaphragm spring 30. 23 and the pressing surface 28a of the pressure plate 28, the flywheel 23 and the first input shaft 3 are driven and connected by the frictional force between them. Ru. The clamping force, that is, the clutch engagement load is proportional to the amount of movement of the end of the clutch release fork 34 to the left in the figure as the oil pressure in the oil chamber 96 decreases, that is, the clutch stroke increases. increase 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 disk member 45, the second frictional engagement surface 41 of the frictional engagement 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 friction horn 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 51, the pressure piston 13 moves to the left in the figure against the action of the return spring 50, thereby causing the facing of the clutch disc 45 to move. 47 is sandwiched between and pressed by the second frictional engagement surface 41 of the frictional engagement member 42 and the pressing surface 43a of the pressure piston 43, and the frictional force between them causes the contact between the flywheel 23 and the second input input. A shaft 4 is drivingly connected thereto. This tarlatch engagement load increases proportionally as the oil pressure in the oil chamber 44 increases.

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

In FIG. 3, a 1-oot oil pump is shown, 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 is supplied to the line @ 103 as a constant line oil pressure. Conduit 103 is connected via conduits 104 to 110 to one port 8 of each electromagnetic switching valve 111 to 117.

The electromagnetic switching valves 111 to 117 are each configured as a three-way switching valve, and have two ports 0 and C in addition to port a. Port b of the electromagnetic switching valve 111 is connected to the oil chamber 96 via a conduit 118, and port b of the electromagnetic switching valve 112 is connected to the conduit 119.
The port b of the electromagnetic switching valve 113 is connected to the oil chamber 72 via the conduit 120, and the port b of the electromagnetic switching valve 114 is connected to the oil chamber 44 through the conduit 120.
is connected to the oil chamber 77 via a conduit 121, port b of the electromagnetic switching valve 115 is connected to the oil chamber 73 via a conduit 122, and the port b of the electromagnetic switching valve 11
The port b of the electromagnetic switching valve 117 is connected to the oil v78 through the S pipe 123, and the port l) of the electromagnetic switching valve 117 is connected to the oil chamber 83 through the conduit 124. Ports C of the electromagnetic switching valves 111 to 117 are connected to the oil tank 10 through drain pipes 125 to 131, respectively.
Connected to 1.

Each of the electromagnetic switching valves 111 to 117, 132, and 133 connects port b to port a when energized, and connects port b to port C when not energized. Control of energization to these electromagnetic switching valves is performed by an electric control system 140.

The control device 140 includes a general microcomputer equipped with a CPU, a memory device, a control saw circuit, etc., and controls the throttle openings detected by the throttle opening sensors 141 and the vehicle speed sensor 142. The vehicle speed and
Information regarding the manual shift range detected by the shift lever switch 143, the rotational speed of the prime mover detected by the rotational speed sensor 144, and the shift completion detected by the shift completion detection sensor 145 is given, and according to these information, Selectively outputs an on/off signal or a pulse signal with a predetermined duty ratio to each of the electromagnetic switching valves 111 to 117 so that a predetermined speed change is performed according to a predetermined shift pattern and clutch 1 is engaged/disconnected. It is supposed to be done.

In a vehicle equipped with a power transmission device configured as described above, when starting forward, the manual shift range is set to a forward travel range such as the D range, and the first speed -
The first speed driven gear 11 is connected to the output shaft 10 in a torque transmission relationship by the third speed synchronizer 16, that is, the forward first speed
speed is achieved, after which the rotational speed of the prime mover becomes equal to or higher than a predetermined value, and the clutch disc member 35 is sandwiched between the pressure plate 28 and the flywheel 23, whereby the first input shaft is moved from the prime mover (not shown) This is done by transmitting rotational power to 3.

When the vehicle is moving forward, the gear shift is performed in accordance with the first shift pattern determined in advance according to the throttle opening and the vehicle speed.
By switching connection of the driven gears 11 to 14 to the output shaft 10 by the synchronizer 16 for the third speed and the synchronizer 17 for the second speed and the fourth speed, and by reversing and connecting the two clutch mechanisms in which the clutch 1 is active. It will be done. During normal driving, only one of the two clutch mechanisms included in clutch 1 is kept connected and the other is released (disconnected), and when shifting gears, the clutch mechanism that had been in the released state starts to be connected. At the same time, the clutch mechanisms that have been in the engaged state begin to be released, and the disengaged states of the two clutch mechanisms are reversed.

Reverse start is performed when the shift lever switch 143 detects that the manual shift range is set to the reverse range, and the vehicle speed detected by the vehicle speed sensor 142 at this time is O or a predetermined value close to 0. Only the shift release cylinder device 81 drives the fork member 57, whereby the reverse intermediate gear 2o meshes with the reverse drive gear 7 and the reverse driven gear 18 simultaneously to achieve the reverse gear. When the rotation speed exceeds a predetermined value, the clutch disc member 35
is held between the pressure plate 28 and the flywheel 23, thereby transmitting rotational power from a prime mover (not shown) to the first input shaft 3.

FIG. 4 shows a flowchart of control when starting in reverse. In this flowchart, first in step 1, based on the manual shift range detected by the shift lever switch 143, it is determined whether the manual shift range is the reverse range. When the manual shift range is not the reverse range, shift control other than the reverse gear is executed in a predetermined order.

When the manual shift range is in the reverse gear, the process advances to step 2, and in this step, the vehicle speed V detected by the vehicle speed sensor 142 is set to a predetermined value V that is 0 or close to 0. A determination is made as to whether it is equal to or smaller than. V
When V≦Vo is not satisfied, the process returns to step 1, and when V≦Vo, that is, when the vehicle is substantially stopped, the process proceeds to step 3, where reverse gear control is executed to achieve the reverse gear as described above. Next, in step 4, it is determined whether the reverse gear has actually been achieved based on the signal from the shift completion detection sensor 145. At this time, if the reverse gear has not been achieved, the process returns to step 1; on the other hand, if the reverse gear has been achieved, the process advances to step 5, where start control is performed to connect the clutch, and the vehicle starts in reverse.

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 vehicular power transmission device suitable for applying the control method according to the present invention, and FIG. 2 is a skeleton diagram of the vehicular power transmission device shown in FIG. 1. , FIG. 3 shows the control system used to implement the control method according to the present invention.
FIG. 4 is a flowchart showing the procedure for implementing the control method according to the present invention. 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 leaf A-ri, 35... Clutch disc member, 36... Hub member, 37... Facing, 38... Disc plate, 39... Torsion elastic member, 40... Cylindrical shape 41...Second frictional engagement surface, 42...Frictional engagement member, 43...Pressure piston, 44...Oil chamber. 45...Clutch disc member, 46...Hub member. 47...Facing, 48...Disc plate. 4...Torsion spring, 50...Return spring, 51...Oil passage, 5? ...gear case,
53-56...Bearing, 57...Fri member, 58
．． 59... Fork shaft, 60, 61... Fork member, 62-67... Click stop groove, 68.69
...Shift release cylinder device, 70...End cover. 71...Piston, 72.73...Oil chamber, 74.7
5... Spring, 76... Piston, 77.78...
Oil chamber, 79.80... Spring, 81... Shift release cylinder device, 82... Piston, 83... Oil chamber, 84... Spring. 85... Differential gear device, 86... Input gear, 87-
90...Bevel gear, 91...Shaft, 92...Case,
93.94... Output shaft, 95... Clutch release cylinder device, 96... Oil chamber, 100... Oil pump, 101... Oil tank, 102... Pressure regulating valve, 1o3
~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... Shift completion detection sensor

Claims (1)

[Claims] A friction clutch, a transmission that selectively inputs the rotational power of the prime mover via the friction clutch and switches between forward gear and reverse gear, and a manual shift range determined by the driver and the output state of the prime mover. A method for controlling a transmission device for a vehicle, which has a control device for automatically starting and automatically changing gears by controlling the switching of the transmission and the engagement of the friction clutch according to the running state of the vehicle, and detecting the vehicle speed. A method for controlling a power transmission device for a vehicle, characterized in that gears are engaged to achieve a reverse gear only when the manual shift 1 to range is set to a reverse range and the forward vehicle speed is substantially zero. .