JPS60139536A - Method of controlling automatic rotational power transmitting device - Google Patents

Abstract

PURPOSE:To avoid impact upon engagement of a clutch, by making the rotational speed of an input shaft substantially equal to the rotational speed of an output shaft upon true engagement of the clutch in consideration with variations in the rotational speed of the input shaft. CONSTITUTION:Pressure oil is fed to a high speed clutch 27 through a passage 31 from a hydraulic pressure source 30, and is further fed to a low speed clutch 28 through a passage 32 which is branched off from the passage 31. A solenoid valve 33 is disposed downstream of the branch-point of the hydraulic passage 31, and a solenoid valve 34 is also disposed in the passage 32. Upon deenergization of a solenoid 33a in the solenoid valve 33 a valve element 33b blocks the passage 31, but upon energization of the solenoid 33a the passage 31 is communicated. Further, upon energization the solenoid valve 34 communicates the passage 32, but upon deenergization blocks the passage 32. A control circuit including a computer controls the energization and deenergization of the solenoid valves 33, 34. With this arrangement optimum clutch engagement may be carried out.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control method for an automatic rotational power transmission device that transmits rotational power from an input shaft to an output shaft by means of a clutch.

For example, when the rotational power supplied from the engine to the input shaft is transmitted to the output shaft via the clutch and transmission gear, when the transmission gear is downshifted or upshifted, the engine speed changes after the clutch is released. If the rotational speeds on both sides of the clutch immediately before clutch engagement are significantly different, a large impact will occur when the clutch is engaged.

Conventionally, in order to alleviate such impact, the rotation speed NIN of the input shaft is set to the rotation speed N of the output shaft. Product N of UT and transmission ratio r due to transmission gear. The method of engaging the clutch when UT ” r matches is published in 1977-26021.
No., JP-A-56-73247, etc. (・ru. Also, during upshifting, when the input shaft rotational speed NIN decreases to a rotational speed larger than N0UT・r by a set value ΔN, the clutch JP-A-58-77138 discloses a method in which the clutch is engaged when the rotational speed NIN increases by a set value ΔN to a rotational speed smaller than N.UT-r during downshifting. has been done.

However, even if these methods are employed, a considerable amount of shock is actually generated when the clutch is engaged.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a control method for an automatic rotational power transmission device that can sufficiently avoid impact when a clutch is engaged.

The control method for the automatic rotational power transmission device of the present invention detects the rotational speed of the input shaft, calculates the rate of change in the rotational speed, calculates the product of the rate of change and a predetermined time, and calculates the rotational speed of the output shaft. The present invention is characterized in that the clutch or brake engagement operation start command is generated when the difference is substantially equal to the rotational speed of the inlet shaft.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a power transmission system for an automobile according to the present invention.

In this figure, the rotational power generated by an engine 1 is transmitted by a clutch 22, a manual transmission 3. The signal is then transmitted to the wheels (not shown) via the sub-transmission 4. Clutch 22 Manual transmission 3
and the sub-transmission 4 are integrally formed by the case 5. The manual transmission 3 includes a clutch shaft 6, a counter shaft 7, a drive shaft 8. Clutch gear9. Counter gear 10 to 14. Third speed gear 15. Second speed gear 16.゛First speed gear 17
It is a synchronous mesh type transmission with four forward speeds and one reverse speed, consisting of synchronizers 18, 19, reverse gear 20, etc.

The sub-transmission 4 has a sun gear 21. Planetary carrier 22.
This is a planetary gear type second stage @ transmission with a planetary pinion 23 and a ring gear 24.

The sun gear 21 is rotatably provided on a drive shaft 8 which serves as an output of the manual transmission 3 and serves as an input shaft of the automatic transmission 4, and a planetary carrier 22 is fixed to the drive shaft 8.

A plurality of planetary binions 2 meshed with the sun gear 21
3 are made rotatable by the planetary carrier 2'2 and are located at equal intervals from each other.

Ring gear 2 meshed with each of the planetary binions 23
4 is connected to the drive shaft 8 and fixed to the output shaft 26. Further, the sub-transmission 4 has a high-speed clutch 27 and a low-speed clutch 28 which are hydraulically operated multi-plate clutches. When the high-speed clutch 27 is engaged, the high-speed clutch 27 fixes the sun gear 21 to the case 5, and the rotational power of the drive 7 shaft 8 is transferred to the planetary carrier 22. The signal is transmitted to the output shaft 26 via the planetary pinion 23 and the ring gear 24 to increase the speed. Furthermore, when the low-speed clutch 28 is engaged, the planetary carrier 22 and the ring gear 24 are connected via the low-speed clutch 28 to be in a directly connected state.

As shown in FIG. 2, pressure oil is supplied to the positioning speed clutch 27 from a hydraulic power source 30 via a hydraulic passage 31, and pressure oil is supplied to the low speed clutch 28 via a hydraulic passage 32 branched from a hydraulic passage 31. be done. A solenoid valve 33 is provided downstream from the branch point of the hydraulic passage 31 to the hydraulic passage 32, and a solenoid valve 34 is also provided in the hydraulic passage 32. When the solenoid 33cL of the solenoid valve 33 is de-energized, the valve body 33b moves to the left in the figure due to the biasing force of the spring 33cQ to block the hydraulic passage 31, and when the solenoid 33 (L) is energized, the valve body 33b moves to the left due to the urging force of the spring 33cQ. By moving to the right in the figure against the force, the hydraulic passage 31 is brought into communication.Also, when the solenoid 34α of the solenoid valve 34 is de-energized, the valve body 3
4b moves to the left in the figure by the biasing force of the spring 34c and communicates with the hydraulic passage 32, and when the solenoid 34α is energized, the valve body 34α moves to the right in the figure against the biasing force of the spring 34. This closes the hydraulic passage 32. Energization/de-energization of the solenoid valves 33 and 34 is controlled by a control circuit lf&35, which will be described later.

As shown in FIG. 3, the control circuit 35 includes solenoid valves 33 and 34.
In addition, there is an engine rotation angle detection sensor 36 that is synchronized with the rotation of the camshaft of the engine 1 and generates an angular position signal with a period proportional to the rotation speed, and an engine rotation angle detection sensor 36 that is synchronized with the rotation of the camshaft of the engine 1 and generates an angular position signal with a period proportional to the rotation speed of the drive shaft 8. An input rotation angle detection sensor 37 that generates a periodic angular position signal and an output shaft 26
The output rotation angle detection sensor 38 generates an angular position signal with a period proportional to the rotation speed of the engine 1, and generates an output voltage according to the opening degree of a throttle valve (not shown) arranged in the intake passage of the engine 1. The throttle opening sensor 39 is connected to a solenoid valve 40 that forcibly closes the throttle valve described above in order to reduce the engine speed. Engine rotation angle detection sensor 36, input rotation angle detection sensor 37
The output rotation angle detection sensor 38 is of a magnetic detection type consisting of a permanent magnet and a magnetic detection element.

The control circuit 35 includes waveform shaping circuits 51 to 53 that are provided corresponding to the rotational angle detection sensors 36 to 38 of the shafts 6.8 and 26, respectively, and that shape the output angular position signals into pulse signals. Me that measures the clock pulses counted at the generation interval of the output pulses of the circuit 51 and generates a digital signal representing the number of revolutions of the engine.
A counter 55 , a NIN counter 56 that measures clock pulses counted at the generation interval of the output pulses of the waveform shaping circuit 52 and generates a digital signal representing the number of rotations of the drive 7 and the shaft 8 , and output pulses of the waveform shaping circuit 53 . A digital signal representing the rotational speed of the output shaft 26 is generated by measuring the clock pulses counted at the generation interval of N. A UT counter 57, a level correction circuit 59 that corrects the output level of the throttle opening sensor 39, an A/D converter 61 that converts the output voltage of the level correction circuit 59 into a digital signal, and solenoid valves 33, 34.
.

40 respective drive circuits 62 to 64, and 0PU65,
It consists of a ROM 66 in which various processing programs and the gear ratio of the sub-transmission 4 are stored, and a RAM 67.
Counters 55 to 57, A/D converter 61, drive circuit 62 to 64.0 PU65, approximately 0M66 and RA
M67 is connected by data bus line 68. Further, the output pulse of the waveform shaping (b) path 51 is supplied to the CPU 65 as an interrupt signal.

In such a configuration, the engine rotation speed Ne and the rotation speed N1N of the drive shaft 8 are input from the counters 55 to 57.
and the rotation speed N□UTlp data of the output shaft 26,
Also, data on the throttle valve opening is supplied from the converter 61 to the cPU 65 via the pass line 68. The CPU 65 reads each of the above-mentioned data according to the calculation program stored in advance in the ROM 66, sets the gear range of the sub-transmission 4 based on the data, and also sets the engagement timing or shift of the low-speed clutch 28 during downshifting. Determines the engagement timing of the high-speed clutch 27 during up-shifting. Various command signals consisting of a high-speed clutch on signal, a high-speed clutch off signal, a low-speed clutch on signal, a low-speed clutch off signal, a torque down on signal, and a torque down off signal are sent at appropriate times. occurs in

The drive circuit 62 starts driving the solenoid valve 33 to open by energizing the solenoid 33LL in response to the high-speed clutch-on signal. When the electromagnetic valve 33 is opened, pressure oil is supplied from the hydraulic source 30 to the high-speed clutch 27 through the hydraulic pressure passage 31 having the throttle 31α, and the high-speed clutch 27 is engaged. This locking is achieved with a mechanically determined predetermined time delay due to a delay in the movement of the valve body 33b when the solenoid 33L:L is energized, a delay in the supply of pressure oil due to the throttle 31α, etc. In addition, the drive circuit 62 stops driving the solenoid valve 33 to open in response to the high-speed clutch off signal, so that the pressure oil flows through the throttle 3.
1b, the high speed clutch 27 is released. The drive circuit 63 de-energizes the solenoid 34α in response to the low-speed clutch-on signal, thereby stopping the closing drive of the solenoid valve 34 and opening the solenoid valve 34. When the electromagnetic valve 34 is opened, pressure oil is supplied from the hydraulic source 30 to the low-speed clutch 28 through a part of the hydraulic passage 31 and the hydraulic circuit 32 having the throttle 32a, and the low-speed clutch 28 is engaged. This locking is achieved with a mechanically determined predetermined time delay due to a delay in the movement of the valve body 34a when power is cut off to the solenoid 34a, a delay in the supply of pressure oil by the throttle 32a, etc. In addition, since the driving circuit 63 starts driving the solenoid valve 34 to close in response to the low-speed clutch off signal, the pressure oil is discharged through the throttle 32b, and the low-speed clutch 28 is released after a predetermined time delay from energization. Ru. The drive circuit 64 operates the solenoid valve 40 in response to the torque down-on signal.
is driven to close the throttle valve from the opening set by the driver to, for example, fully closed, and in response to the torque down-off signal, the driving of the solenoid valve 40 is stopped to open the throttle valve to the opening set by the driver. I will make you return. Closing the throttle valve causes the engine rotational speed, that is, the rotational speed of the drive shaft 8 to decrease.

Next, the procedure of the control method according to the present invention executed by the control circuit 35 will be explained according to the flow diagram of FIG. .

In this procedure, first, the engine rotation speed Ng.

Number of revolutions NIN of drive shaft 8 % Number of revolutions N of output shaft 26. u'r and throttle valve opening θth are read (step 71), and based on the engine rotational speed Ne and throttle valve opening θ, h, it is determined whether the downshift condition for the sub-transmission 4 is satisfied. (Step 7
2). When the high-speed clutch 27 of the sub-transmission 4 is engaged, that is, when the downshift condition is satisfied during high-speed regio, a high-speed clutch off signal is generated to release the high-speed clutch 27 (step 73). Next, calculate the rate of change Ns of the rotational speed NIN of the drive shaft 8 (step 74), and then calculate the low speed gear ÷ 1 and the mechanical operation delay time Δt1 required for fixing the low speed crack 28, which has been determined experimentally in advance. is read from the ROM 66 (step 75).

Then, it calculates N0UT'-rIHeΔt1 (step 76), and determines whether the rotational speed NIN of the drive shaft 8, which has already been read, is equal to N0UT'rIHeΔt1 (step 77).NIN
?'1ouT・rI In the case of NgΔt, the rotational speed NIN of the drive shaft 8 is low, so the high-speed and low-speed clutches 27 and 28 are kept in the disengaged state.As a result, the engine load is substantially eliminated, so the engine rotational speed Ne
As a result, the drive shaft speed increased to 80 rpm.
The temperature rises by 1N and disappears. When N IN ``N0UT'' rINgΔt1 is established due to this increase in rotational speed NIN, a low-speed clutch on signal is generated to engage the low-speed clutch 28 (step 78).As a result, a direct connection state is obtained, and a downshift is performed. The low speed drive system is maintained while the conditions are met.

On the other hand, if the downshift condition is not met in step 72, it is determined whether the upshift condition is met (step 79). Low speed clutch 28 of sub-transmission 4
When the shift-up condition is established at a low speed ratio, a low speed clutch off signal is generated to release the low speed clutch 28 (step 80). Next, a torque down-off signal is generated to reduce the rotational speed NIN of the drive shaft 8 (step 81).

As a result, the electromagnetic valve 40 operates to close the throttle valve from the opening degree set by the driver, thereby achieving a reduction in the engine speed Ng. Thereafter, e is calculated as the rate of change of the rotational speed NIN of the drive shaft 8. Step 82)) Next, the mechanical operation delay time Δt2 required for engagement of the high-speed clutch 27, which has been determined experimentally in advance, is read out from the ROM 53 ( Step 83).

Then, calculate N0UT''r2-NeΔt2 (step 84), and then the read rotation speed NIN of the drive 7 and shaft 8 is N.UT'72-NgΔt2
It is determined whether it is equal to (step 85). NIN
In the case of "NouT'" 2 NgΔt2, the rotational speed NIN of the drive shaft 8 is high, so the high-speed and low-speed clutches 27 and 28 are kept in the released state. However, since the throttle valve closing solenoid valve 40 serving as a torque reduction means continues to operate, the engine rotational speed Ns, that is, the rotational speed NIN of the drive shaft 8 continues to decrease.

As a result, if NIN=NoIJT-r2-N″eΔt2 is established, a high-speed clutch on signal is generated to engage the high-speed clutch 27 (step 86), in order to prevent the rotational speed NIN of the drive shaft 8 from decreasing. A torque down off signal is generated (step 87).

As a result, the throttle valve quickly returns to the opening degree set by the driver. After this, the high-speed drive system is maintained while the upshift condition is satisfied.

On the other hand, if the upshift condition is not satisfied in state 79, it is assumed that the operating state does not require downshifting or a shift amplifier, and steps 80 to 87 are bypassed.

Therefore, when the auxiliary transmission 4 is brought down, as shown in FIG. When the high-speed clutch 27 is released, the load on the engine 1 decreases, so the rotational speed NIN of the drive shaft 8 gradually increases. This rotation speed NI
N is N. The time t when it becomes equal to lJT”rt NgΔ1.
2, if an engagement command for the low speed clutch 28 is generated due to the generation of the low speed 5-on signal, the low speed clutch 28 is activated.
8 operates, resulting in a so-called half-clutch state, and the engagement gradually becomes tighter. At time t3, which is a time Δt1 after time t2, the rotational speed NIN is N. It becomes approximately equal to UT·τl, and at that time the low speed clutch 28 becomes fully engaged.

On the other hand, during the shift amplifier of the sub-transmission 4, when the low-speed clutch 28 is released at time t4 as shown in FIG. The number NIN gradually decreases. This rotational speed NIN is N0TJT” r
If a command to engage the high-speed clutch 27 is generated by generating a high-speed clutch-on signal at time t5 when the value becomes equal to 2 Ng J t2, the high-speed clutch 27 is operated and the engagement gradually becomes tighter. Time t after time Δt2 from time t5
At 6, the rotational speed NIN becomes approximately equal to N0UT''r2, at which time the high speed clutch 27 becomes fully engaged.

In the above-described embodiments of the present invention, the clutch or brake of the automatic transmission device is an automatic clutch in the auxiliary transmission provided after the manual transmission, but the clutch is not limited to this. It may be a semi-automatic clutch provided between the manual transmission, an automatic transmission clutch provided within the transmission, or an automatic clutch provided within the auxiliary transmission provided upstream of the manual transmission. Furthermore, the clutch is not limited to a hydraulically actuated clutch, but may also be an electromagnetic clutch.In addition, in the embodiment of the present invention described above, the output 7 shaft is connected to the input shaft via the speed change gear of the transmission and the clutch. However, if the output shaft is connected to the incoming shaft only through the clutch, then N in steps 76 and 84 of FIG. IT NeΔt is calculated, and in step 77.85, N1N=NoUT−
It is only necessary to determine whether or not NeΔt, and there is no need to consider the speed ratio of the speed change gear.

Furthermore, in the embodiment of the present invention described above, the throttle valve is closed to reduce the engine speed during upshifting, but it is also possible to delay the ignition timing of the engine or cut off the fuel supply to the engine. It is also possible to reduce the engine speed by using

As described above, according to the control method of the automatic rotational power transmission device of the present invention, the mechanical operation delay time and the rotation speed of the input shift change between when the clutch or brake starts operating and reach true engagement. Since the locking operation start command is generated in consideration of the speed, it is possible to make the rotational speed of the input shaft nearly equal to the rotational speed of the output shaft at the time of true locking. Therefore, it is possible to sufficiently avoid shocks during engagement. Furthermore, by generating the locking operation start command a little before the mechanical operation delay time, the effect of a half-clutch can be utilized, and the impact at the time of true locking can be further reduced.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing a power transmission system of an automobile according to the present invention, FIG. 2 is a schematic configuration diagram showing a hydraulic circuit for high-speed and low-speed clutch actuation in the power transmission system of FIG. 1, and FIG. 1st
FIG. 4 is a block diagram showing the control circuit of the sub-transmission machine in the power transmission system shown in FIG. 4. FIG. 4 is an operation flow diagram of the control circuit showing the control method according to the present invention. FIGS. FIG. Explanation of symbols for main parts 1... Engine 2... Clutch 3... Manual transmission 4... Sub-transmission 6... Clutch shaft 8... Drive shaft 21... Sun gear 22... Planetary carrier 23... Planetary pinion 24... Ring gear 26... Output shaft 27.
・High speed clutch 28...Low speed clutch 31.32・
...Hydraulic passage 33, 34.40...Solenoid valve 35.
...Control circuit applicant Honda Motor Co., Ltd. agent Patent attorney Motohiko Fujimura Figure 5 t4ts t6

Claims (3)

[Claims] (1) A control method for an automatic rotational power transmission device that transmits rotational power of an input shaft to an output shaft by engaging a clutch or a brake, wherein the rotational speed of the input shaft is detected and the rate of change in the rotational speed is determined. calculate the product of the speed of change and a predetermined time, detect the number of revolutions of the output shaft, subtract the result from the number of revolutions, and when the difference substantially matches the number of revolutions of the input junction, the clutch Or a control method characterized by generating a brake engagement operation start command. ′ (2) The predetermined time is set to be longer than the mechanical operation delay time from the generation of the engagement operation start command until the clutch or brake is truly engaged. Side tilt method as described in section. (3) A patent claim characterized in that the engagement operation start command is generated when the rotational speed of the input shaft matches a value obtained by subtracting the sum of the result and a predetermined value from the rotational speed of the output shaft. The control method according to item 1.