JPS6326452A - Speed change device for automatic transmission - Google Patents

Abstract

PURPOSE:To effect a smooth speed change without disengaging a clutch in shift-up operation, by providing a synchronized gear mesh type automatic transmission with a friction clutch such as an electromagnetic multiple disk clutch to variably control transmitted torque. CONSTITUTION:An electromagnetic multiple clutch C5 is disposed at a side portion of a gear train 5M for a fifth gear position of an output shaft 6b of a transmission. An outer disk 20 mounted on a portion of the gear train 5M for the fifth gear position is brought into frictional contact with an inner disk 21 mounted on the output shaft 6b by an electromagnetic attracting action of a coil 22 and a armature 23 for transmitting torque. A torque transmitting force is increased in proportion to a current supplied to the coil 22 so that a prescribe current is supplied to an electromagnetic multiple clutch actuator 15 to increase or decrease transmitted torque or to effect its intermission. Shift operation is effected by applying the torque to the electromagnetic multiple clutch C5 and the application of the torque is released after the shift operation so that a speed change can be effected without disengaging the clutch.

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a speed change control '4B for an automatic transmission that controls the speed change operation in an automatic transmission using a synchronous gear type transmission.
Regarding equipment. [Prior Art] 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 automatically replaced with a hydraulically controlled actuator and an electronic control device. An automatic transmission that performs speed change control is disclosed.Since this automatic transmission that performs automatic speed change control uses a synchronous mesh gear type device, each time the speed is changed, the engagement of the clutch is released and the engine and The transmission must be disengaged and the clutch re-engaged after synchronization is complete. This requires considerable time to shift, and since the clutch is released during the shift, the driving force is reduced. The information is not transmitted, resulting in a temporary idle running state.As a result, the driver may feel a sense of weakness or stalling in the vehicle, causing an unpleasant feeling when driving. One way to eliminate this problem is to detect the magnitude of the synchronizing load during gear shifting, and if the load is too large for the capacity of the synchronizer, it is necessary to interrupt the gear shifting operation in a neutral state before synchronizing (shifting) operation. The clutch is once engaged, and then the clutch is disengaged again to perform a synchronization operation, thereby reducing the synchronization load before the synchronization operation.By reducing the synchronization load through a so-called double clutch operation, the synchronous load required for shifting is reduced. A method of controlling an automatic transmission that shortens the time and prevents under-synchronization has been disclosed (Japanese Patent Laid-Open No. 11754/1983).
(see issue). [Problems to be Solved by the Invention] However, even if the control device for an automatic transmission has a means for reducing the synchronous load as described above, for example, it is difficult to automatically shift a manual 5-speed transmission using an actuator. In the automatic transmission control system, the gears are changed using a conical clutch, and the rotation is matched by a synchronizer. Therefore, each time the gears are changed, the clutch must be disengaged, and after the synchronization is completed, the clutch must be engaged again, which causes problems between the engine and the transmission. The power transmission is always connected and disconnected, and even if the time required for synchronization is shortened, the time required to connect and disconnect the clutch is always necessary, and the clutch is disengaged during gear shifting. Therefore, there is a problem in that the driving force is not transmitted and the driver cannot completely avoid feeling a feeling of weakness, a feeling of stalling, etc. An object of the present invention is to solve the above-mentioned problems, and to enable smooth gear change control during upshifts in automatic gear shifting operations. To provide a shift control device for a synchronous gear type automatic transmission, which reduces the time required for gear shifting and prevents loss of driving force during gear shifting so that a driver does not feel a time lag in gear shifting. It is to be. [Means for Solving the Problems] In order to solve the above problems and achieve the above objects, the present invention is configured as follows. That is, in the present invention, a transmission torque variable means is installed in the highest speed gear, the torque is applied to the transmission torque variable means at the time of shift amplifier, and the torque is gradually increased once the transmission torque variable means becomes negative. Regarding the gear change control device for an automatic transmission, which is characterized in that it is equipped with a control means for shifting and releasing the burden torque of the transmission torque variable means after the shift, to be more specifically detailed, each shift between each gear stage is The magnitude of the burden torque differs depending on the shift, and the transmission torque variable means is a friction clutch such as an electromagnetic multi-disc clutch, and the increase in the burden torque of the magnetic multi-disc clutch is achieved by increasing ifL. In other words, in place of the synchronizing means provided at the highest gear ratio gear position, that is, the highest speed gear position of a conventionally known synchronous gear type automatic transmission, By installing a multi-disc clutch that is an electromagnetic multi-disc clutch or a hydraulic multi-disc clutch, and applying a predetermined current or fluid pressure to the multi-disc clutch when shifting from the current gear to the next gear. , after temporarily transmitting torque from the gear train of the current gear to the gear train of the highest gear, and in that state setting the engagement of the current gear to neutral, the current or increasing the fluid pressure to increase the load on the highest gear, thereby adjusting the engine speed to a predetermined rotation speed suitable for the next gear, and then shifting the gear to the next gear. The present invention relates to a shift control device for an automatic transmission, characterized in that the present invention is configured to release the current or fluid pressure to the multi-disc clutch and release the load on the gear train of the highest gear position. [Function] Regarding the shift control device for an automatic transmission according to the present invention having the above-mentioned configuration, the operation from the vehicle stop state to the initial start and the downshift control of the shift control are described, for example, in the above-mentioned Japanese Patent Laid-Open Publication No. Although the control is similar to that of the synchronous gear type automatic transmission disclosed in Japanese Patent No. 60-11754, however, the above-mentioned configuration controls the clutch engagement and disengagement for upshift control. Shift control can be performed with the clutch in the connected state without having to do so. C Embodiment] Hereinafter, an embodiment of the shift control device for an automatic transmission according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing an overview of a system for controlling a shift control device of an automatic transmission according to the present invention, and shows the final gear position, that is, the highest gear ratio gear position (hereinafter referred to as This system is almost the same as that disclosed in, for example, the above-mentioned Japanese Patent Laid-Open No. 11754/1983, except for the electromagnetic multi-disc clutch used in the highest speed gear and the control circuit for controlling it. In FIG. 1, an engine 1 is shown that includes a throttle valve that controls the amount of intake gas (air or mixture), and a flywheel 1a is attached to the output shaft of the engine 1. The friction clutch 2 is brought into a released state by a release lever 2a.
is reciprocated by a piston loft 3a operated by a clutch actuator 3, and therefore, the clutch actuator 3 controls engagement and disengagement of the friction clutch 2. Clutch actuator 3 is controlled by oil pressure from hydraulic system 4. Transmission actuator 5
is equipped with an electromagnetic multi-plate clutch actuator. The synchronous gear type transmission 6 is driven by the transmission actuator 5 to perform a speed change operation, and includes an input shaft (input shaft) 6a connected to the clutch 2, an output shaft, that is, a drive shaft 6b, and a gear position ( The gear position sensor 6C detects the gear position. The select lever 7 is operated by the driver and selects the "N" range (neutral position), f" DJ range (automatic shift), "l" range (l speed), r2J range (second speed), and "3" range (
Each range of 1st, 2nd, and 3rd automatic transmission) and rRJ range (reverse) can be selected by the lever position of the select lever 7, and the selection signal sp indicating the selected range is output from the 0 rotation sensor output by the select sensor 7a. 8a detects the rotation speed of the input shaft (input shaft) 6a. The vehicle speed sensor 8b is for detecting the vehicle speed from the rotational speed of the drive shaft 6b. The engine rotation sensor 10 is for detecting the rotation speed of the engine 1 by detecting the rotation speed of the flywheel 1a. The electronic control bag W9 composed of a microcomputer includes a processor 9a that performs arithmetic processing, a transmission 6,
A read-only memory (ROM) 9b that stores a control program for controlling the clutch 3, an output port 9c, an input port 9d, a random access memory (RAM) 9e that stores calculation results, etc., and an address/memory that connects these. It is composed of a data bus (BUS) 9f. The output capo) 9c is connected to the clutch actuator 3, the hydraulic mechanism 4, the transmission actuator 5, and the if magnetic multi-plate actuator, and receives a drive signal CDV for driving these.
, PDV, ADV and CA■ are output. On the other hand, the input capo) 9d has various sensors 6c, 7a, 8a, 8b, 1
0 and detection from the accelerator pedal and brake pedal (No. 8 11a, 12a, which will be described later). The accelerator pedal 11 has a sensor 11a (potentiometer) that detects the amount of depression of the accelerator pedal 11, and
The brake pedal 12 has a sensor 12a that detects the amount of depression of the brake pedal 12. 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 rDJ range and the rDJ range selection signal SP is input from the position sensor 7a to the input port 9d, the processor 9a
The signal ADV is read through S9f, stored in RAM9e, and outputted to the transmission actuator 5 from the output port 9c to drive the transmission actuator 5 and shift the transmission to 1st speed. [2] Next, the processor 9a receives the gear position signal CP from the gear position sensor 6c. Based on this position signal CP, the processor 9a detects that the transmission 6 has actually been shifted to the first speed, and stores it in the RAM 9e as TCS. [3] Next, the processor 9a outputs the clutch drive signal CDV.
is sent to the clutch actuator 3 via the output port 9c, the piston rod 3a is gradually moved leftward by the clutch actuator 3, and the release lever 2a is gradually driven leftward. As a result, the engagement amount of the clutch 2 changes as indicated by the symbol a shown 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. [4] From then on, the processor 9a periodically receives the detection signal (detection pulse) WP from the vehicle speed sensor 8b from the input port 9d, the processor 9a calculates the vehicle speed V, and stores it in the RAM 9e.
It also receives the depression amount AP of the accelerator pedal 11 from the sensor lla via the human powered boat 9d, and stores it in the RAM 9.
The gear position is determined from the shift map SM corresponding to the vehicle speed SPD and the depression amount AP, which are stored as part of the program in the ROM 9b. That is, ROM9
As shown in FIG. 2, in b, a shift map SM corresponding to the vehicle speed and the amount of depression is stored as a table. In FIG. 2, the symbols ■, ■, ■, ■, ■ indicate each gear stage,
A solid line indicates a boundary line between gears during an upshift, and a dotted line indicates a boundary line between gears during a downshift. Then, the next gear TCI is determined from the amount of depression and the vehicle speed. [5] Next, the processor 9a compares the currently selected gear TC3 stored in the RAM 9e with the obtained gear, and if the gear is the same, it proceeds with the process without using the drive signal ADV, and if there is a difference, it proceeds with the process without using the drive signal ADV. If it is, it is determined whether it requires an upshift or a downshift, and in the case of a downshift, the
The same process as disclosed in Japanese Patent No. 0-11754 is performed, and in the case of a shift amplifier, the following process is performed in order to perform a gear change operation to the determined gear position. This will be explained using the flowchart of FIG. [6] When the processor 9a recognizes the speed change command to shift up, the processor 9a sends the electromagnetic multi-disc clutch drive signal CAV to the electromagnetic multi-disc clutch actuator 15 via the output port 9C (the electromagnetic multi-disc clutch will be described later). (It is provided at the highest speed gear of the synchronous gear type transmission 6). The signal causes a gradually increasing t flow CA to be applied to the electromagnetic multi-disc clutch. As the current gradually increases (DCA), the torque transmission amount (TP) of the magnetic plate clutch C3 increases, and the value TP is transmitted to the processor 9 via the input port 9d.
It is stored in the RAM 9f3 of a. When the processor 9a recognizes that the transmission torque TP of the electromagnetic multi-disc clutch C3 has reached a predetermined amount and the load on the gear train of the current gear has become smaller than the predetermined value in the ROMQb, the processor 9a transmits a signal in the transmission actuator 5. A drive signal ADV is sent to the shift actuator of the shift actuator via the output port 9C, and the gear engagement of the current gear is set to neutral. [7] The processor 9a detects that the detection signal is turned on from the gear position signal CP of the gear position sensor 6C, and detects that the transmission 6 has actually entered the neutral state. [8] In parallel, the processor 9a stores RAM9e! The next gear TC1 is read out, and the gear ratio 1 in the next gear and the gear ratio i (in the final gear) are successively read from the ROM 9b, and the RA
Perform the following calculation with the vehicle speed of M9e and set the next gear TC.
The optimum engine speed N1 for the gear shift operation to I is determined. That is, v-1-1°NI =: (R is the radius of the tire) This value N is stored in the RAM 9e.

[9] The current CA supplied to the electromagnetic multi-disc clutch C2 continues to gradually increase, and therefore the transmitted torque (load) also increases, so that the engine rotational speed N. is decreasing. The processor 9a receives the detection pulse IP from the rotation sensor 0 via the input port 9d, and from this receives the engine rotation speed N0.
is calculated and stored in the RAM 9e. [10] The processor 9a reads Nl and No. of the RAM 9e.
, and calculate N=N+-No. At the same time, read out the setting allowable rotational difference ΔN, which is set in consideration of the capacity of the synchronizer and the minimum allowable shift shock, etc., from the ROM9 b, and calculate N and ΔN. Compare the size of. ΔN is provided for each gear stage, and the processor 9a determines the optimum ΔN according to the conditions.
Select N. [11] Based on the above comparison, the processor 9a
That is, when N1-N, <ΔN is identified, the drive signal ADV of the transmission actuator 5 is transmitted via the output boat 9c.
Send again. Through the appropriate hydraulic circuit,
A shift drive of the transmission 6 is performed, and the gear is shifted to the next gear. [12] The processor 9a recognizes the detection signal from the gear position detection signal CP input from the gear position sensor 6c via the input port 9d, confirms the shift drive, and also outputs the single magnetic multi-plate gear drive current from the output boat 9c. A signal is sent to cut off the electromagnetic multifunction clutch C3, and the load on the electromagnetic multifunction clutch C3 is released, and the soft drive is stopped. [13] As a result, the transmission 6 is synchronized to a higher gear, and the vehicle runs in this state, and the processor 9a replaces the current gear TC3 in the RAM 9e with the next gear TCI. , the gear shifting operation ends. As is clear from the above description of the shift control device for an automatic transmission according to the present invention using a system diagram, the present invention has the following features:
It is particularly effective during upshifts, and therefore, during initial startup and downshifts of the vehicle, it is possible to use any of the conventional synchronous gear type automatic transmission operating systems. FIG. 4 shows a flowchart for upshifting according to the present invention in comparison with a flowchart for a conventional system (which operates during downshifting, etc.). Next, an example of the mechanism of the synchronous gear type transmission 6 used in the present invention will be described in detail with reference to FIGS. 5 to 7. FIG. 5 is a cross-sectional view of the essential parts of the synchronous gear type transmission 6 according to the present invention, in which a gear train IM for first to fifth gears is connected to an input shaft (input shaft) 6a and an output shaft 6b that are parallel to each other. ~5M is installed. 2' is a friction clutch plate integrated with the input shaft (input shaft) 6a. A known synchronizer, DI is provided between the first gear train IM and the second gear train 2M.
Similarly, there is a synchronizer D3. and the fourth continuous gear train 4M.
D4 is installed, and their operation is similar to conventionally known ones. The above-mentioned 'Qiff multi-plate clutch C2 is provided on the side of the fifth continuous gear train 5M.
It is configured to perform intermittent power transmission between the output shaft 6b and the output shaft 6b. FIG. 6 shows an enlarged view of the main part of the mounting portion of the electromagnetic multi-mechanical clutch C2. In the figure, the fifth continuous gear train 5
Outer disk 20 and output shaft 6b attached to part of M
The inner disk 21 attached to the armature 21 comes into frictional contact with the inner disk 21 due to the electromagnetic attraction between the coil 22 and the armature 23, thereby transmitting torque. ! It is well known that the torque transmission force of the magnetic plate clutch C3 increases in proportion to the current CA applied to the coil 22 (see FIG. 7), and as described earlier, the torque transmission force increases in proportion to the current CA applied to the coil 22. As described above, a predetermined current CA is applied to the electromagnetic multi-disc clutch actuator 15 of the electromagnetic multi-disc clutch C2, and the required torque, transmission is increased/decreased, and disconnected. That is, if the processor 9a issues a shift-up signal while torque is being transmitted by the first continuous gear train IM, energization of the electromagnetic multi-disc clutch C3 is started by the signal CAV. As the current CA gradually increases, it is gradually transferred to the gear train 5M due to the relationship in the reduction ratio between the gear train IM and the gear train 5M. As a result, the gear meshing load on the synchronizer D1 is reduced, making it easier to pull out the gear, and at a certain point, the processor 9a issues a transmission actuator drive signal ADV, and the synchronizer D1 pulls out the gear. We become neutral. When the current to the electromagnetic multi-plate clutch C2 further increases and the load on the fifth continuous gear train 5M further increases,
Since the reduction ratio of the gear train 5M is small, the rotation speed of the input shaft (manpower shaft>6a, that is, the engine rotation speed decreases.When the rotation speed decreases to a predetermined rotation speed, the processor 9
The transmission actuator drive signal ADV is issued again from a, and gearing to the synchronizer D7 for the second continuous gear train 2M is smoothly performed. At the same time, the supply of current to the electromagnetic multi-plate clutch C3 is cut off, so the clutch is released and all torque is transmitted by the second series gear train. Similar operation occurs from 2nd gear to 3rd gear, and from 3rd gear to 4th gear.
This is repeated during upshifts. Although one embodiment of the shift control device for an automatic transmission according to the present invention has been described in detail above, the configuration is not necessarily limited to the above configuration.For example, the clutch is not limited to an electromagnetic multi-disc clutch. It goes without saying that any device that can make the transmitted torque variable can be applied, such as a friction clutch, a fluid pressure clutch, a fluid pressure multi-plate clutch, etc. Various design changes can be made within the scope of the technical idea constituted by. [Effects of the Invention] As is clear from the above description, since the present invention is configured as described above, during the shift operation of the synchronous gear type automatic transmission, during the shift amplifier, the connected state is maintained without disengaging the clutch. Since you can shift gears without moving,
Compared to conventional models, the time required for clutch release and clutch engagement can be shortened, and since the clutch is always connected, there is no loss of torque when changing gears (upshifting), and there is no shock caused by clutch engagement. can also be prevented. Therefore, smooth gear shifting is possible without giving the driver a feeling of weakness or stalling. Also,
In its structure, in the structure of a conventional synchronous gear type automatic transmission, the synchronizer for the final gear, that is, the highest gear ratio gear, is simply replaced with a transmission torque variable means such as an electromagnetic multi-disc clutch. This has the great effect that all the other parts can be used in common without having to be modified.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing an example of a system for carrying out this invention, Fig. 2 is an explanatory diagram of a shift-up for speed change operation used when carrying out this invention, and Fig. 3 is an explanation of clutch operation. Figure 4 (a) is a flowchart showing the operation of the automatic transmission's shift control device, and Figure 4 (b)
5 is a flowchart showing the operation of a conventional automatic transmission shift control device, FIG. 5 is a sectional view of the main parts of the 3IJIrli combined gear type automatic transmission according to the present invention, and FIG. 6 is a main part of the mounting part of the electromagnetic multi-disc clutch. The partial sectional view and FIG. 7 are diagrams showing the characteristics of the 1i magnetic clutch. 1-・・・−・Engine, 2−・・・・・−Clutch,
5--Transmission actuator, 6--Transmission, 5a--Human shaft, 6b--Output shaft, IM
~51vt-----Single transmission gear train, D+'''
D4--...Synchronizer, C3--...
Electromagnetic multi-plate clutch (variable transmission torque means), 15--
・-Electromagnetic multi-plate flange actuator. Patent Applicant Isuri Motors Co., Ltd. Agent Patent Attorney Sodai Onaka 1 Figure 2 Fill 3 Figure @
6 Figures t, i (A)

Claims (6)

[Claims] (1) A variable transmission torque means is installed in the highest speed gear,
Control means for causing the transmission torque variable means to apply torque at the time of upshifting, gradually increasing the burden torque of the transmission torque variable means for shifting, and releasing the burden torque for the transmission torque variable means after the shift. A speed change control device for an automatic transmission, characterized in that: (2) The shift control device for an automatic transmission according to claim 1, wherein the magnitude of the burden torque differs depending on each shift between each gear stage. (3) The speed change control device for an automatic transmission according to claim 1, wherein the transmission torque variable means is a friction clutch. (4) The speed change control device for an automatic transmission according to claim 3, wherein the friction clutch is an electromagnetic multi-plate clutch. (5) The shift control device for an automatic transmission according to claim 4, wherein the increase in the torque burden of the electromagnetic multi-disc clutch is achieved by increasing the current. (6) The speed change control device for an automatic transmission according to claim 1, wherein the transmission torque variable means is a fluid pressure clutch.