KR100200109B1 - Output torque sensor of auto-transmission - Google Patents

Abstract

It detects the engine speed and converts it to output torque to control the clutch (RC, FC) and brake (KB, RLB) hydraulic pressure during shifting and reduces shift shocks. In order to improve the reduction of the transmission shock due to the error in the torque conversion calculation, it is impossible to precisely control the hydraulic pressure, and the idle gear (IG) combined with the transmission drive gear (TDG) to detect the thrust change generated in the helical gear ), The gear is coupled to the idle gear (IG) and the transfer driven gear (TDNG) coupled to the transfer shaft (TS) by the spline (1), and the taper in which one side is in close contact with the transfer driven gear (TDNG). A roller column 2, a sensing column 3 having one side in close contact with the tapered roller bearing 2 and attached to a transmission case TC, It consists of the strain gauge 4 installed in the sink column 3, and the connector 6 which is connected to the said strain gauge 4, and transmits the signal of the strain gauge 4 to the TCU 5, and is shifted. The riding comfort can be improved by reducing the impact.

Description

Output Torque Detection Device of Automatic Transmission for Automotive

1 is an exploded perspective view showing an output torque detection device for an automatic transmission for a vehicle according to the present invention.

2 is an assembled cross-sectional view of FIG.

Figure 3 is a planar state diagram showing the state of the drust generated in the transfer drive gear and driven gear in the present invention.

4 is a schematic diagram showing the mounting position of the strain gauge.

5 is a schematic view showing a general automatic transmission.

6 is a graph showing the output torque state at the time of shift in the automatic transmission.

* Explanation of symbols for main parts of the drawings

1: spline 2: tapered roller bearing

3: sensing column 4: strain gauge

5: TCU 6: Connector

7: cover 8: groove

9: support member 10: jaw

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission, and more particularly, to an output torque detection device of an automatic transmission capable of directly detecting an output torque fluctuation state during a shift.

In general, a car is divided into a car body and a chassis, and the chassis is composed of an engine, a power transmission device, a suspension, and the like, which are organically connected to each other, and the car body is configured to support each of the above devices and form an appearance. have.

The power transmission device is a device for shifting the power generated from the engine to suit the vehicle speed and transmitting the shifted power to the axle, which is divided into a manual transmission and an automatic transmission.

Here, the automatic transmission has a torque converter and a multi-speed gear mechanism connected to the torque converter, and the hydraulic pressure for selecting any one gear stage of the multi-speed gear mechanism according to the driving state of the vehicle. It includes a working friction member.

As described above, the multi-shift gear mechanism, that is, the power train, has an input shaft IS connected to the torque converter TC as shown in FIG. 5, and a rear mounted at one end of the input shaft IS. A forward clutch (RC), a forward sun gear (FS) formed at the other end of the rear clutch (RC), a short pinion (SP) which is geared to the forward sun gear (FS) and fixed to the planet carrier (C); The long pinion LP, which is geared to the short pinion SP and fixed to the planet carrier C, is connected to the low-frequency brake BLR, and the reverse sun gear geared to the long pinion LP. RS and a kick-down drum KD in which the above-mentioned reverse sun gear RS is formed at one end and a front clutch FC connected to the input shaft IS at the other end is formed.

In addition, a kick down band KB is installed on the outer circumference of the kick down drum KD, and an end clutch EC is connected to the planet carrier C, and the outer circumference of the long pinion LP. Ring gear RG in which the transfer drive gear TDG is formed is gear-coupled.

The transfer driven gear TDNG is geared to the transfer drive gear TDG with the idle gear IG interposed therebetween, and the differential assembly DA is geared to the transfer driven gear TDNG. .

Here, the transfer drive gear TDG, idle gear IG, and transfer driven gear TDNG use a conventional helical gear for noise reduction.

Of course, the power train is controlled by a hydraulic control device (not shown) and a transmission control unit (TCU).

As described above, in the automatic transmission, the torque converter TC rotates together with the engine operation, and is shifted to the D range 1 speed when the vehicle starts. In the 1 speed, the rear clutch RC is operated by the hydraulic and electronic control device. It works.

When the rear clutch RC is operated, the rotation of the input shaft IS, that is, the clockwise rotation in the drawing is transmitted through the rear clutch RC, and is also shorted through the forward sun gear FS formed at the other end of the rear clutch RC. , The counterclockwise rotation is limited by the one-way clutch installed on the low reverse brake (LRB) and transmitted to the long pinion (SP, LP) so that the long pinion LP rotates the ring gear RG clockwise. .

When the ring gear RG is rotated in the clockwise direction, the transfer drive gear TDG formed therein is rotated, and the transfer driven gear TDNG connected through the idle gear IG is rotated in the clockwise direction so as to rotate the differential assembly DA. To rotate the axle.

As described above, if the speed increases gradually while the vehicle is traveling at a constant speed, the shift is made. This is because the electronic and hydraulic control devices operate the kick-down brake (KB) by a signal detected by the vehicle speed sensor. do.

Of course, the rear clutch RC is continuously connected to the input shaft IS and the kick-down brake KB is operated to fix the kick-down drum KD, and the reverse line of the long pinion LP is fixed. The outer periphery of the gear RS is rotated.

When the long pinion LP rotates the outer circumference of the reverse sun gear RS, the speed increases by the action of the planetary gear, thereby completing the shift to the second speed.

Again, during the three-speed shift, the kick-down brake KB is released to free the kick-down drum KD and the front clutch FC is operated so that the kick-down drum KD rotates with the input shaft IS. do.

When the kick-down drum KD rotates, the reverse sun gear RS rotates and the long pinion LP coupled to the gear rotates. In this case, the forward sun gear FS is also applied by the rear clutch RC. Since the planetary gear rotates in the direction, the entire planetary gear is locked, and the planetary gear device rotates integrally.

That is, the input and output rotation speeds become the same state, so that output of three speeds is obtained.

Here, the hydraulic control device for controlling the plurality of clutches (RC, FC) and brakes (KB, RLB) is installed in a valve body (not shown) to adjust the valves connected thereto by the hydraulic pressure is controlled by the TCU Shifted.

In particular, during the shift as described above, the torque shifted as shown in FIG. 6 suddenly oscillates in the section from the shift start point S1 to the shift completion point S2, and thus the sudden torque fluctuation during the shift time XS. The shift shock is generated by the torque fluctuation, which is caused by torque fluctuations caused by contact between the input shaft IS rotating at a constant speed and the clutches RC and FC or the brakes RLB and KB operating during the shift. .

Of course, the shift shock is also generated by torque fluctuations generated when the clutches RC, FC or brakes RLB, KB in contact with the input shaft IS are spaced apart at a constant speed.

Therefore, conventionally, in order to reduce the shift shock, the engine speed is sensed by a sensor and converted to an output torque in the ECU by a constant equation, and the clutches (RC, FC) and brake (KB, By adjusting the operating hydraulic pressure of the RLB) it is configured to compensate for the shift shock.

Here, the shift times of the clutches RC and FC and the brakes KB and RLB are about 0.5 which is a time at which the clutches RC and FC and the brakes RLB and KB are not damaged by slipping. It should be done within 0.6 seconds.

However, as described above, the control of the clutch (RC, FC) and the brake (KB, RLB) control oil pressure during shifting by sensing the rotational speed of the engine and converting it into output torque is not only very short. Due to the error in the output torque conversion, precise hydraulic control is not possible, and thus there is a problem in that the transmission shock reduction effect is insignificant.

In addition, due to the error in the Teeth processing of the flywheel (not shown) sensed by the sensor within a predetermined time to detect the rotational speed of the engine and the error during the detection, the effect of substantially reducing the shift shock is insignificant. There is a problem.

Accordingly, an object of the present invention is to solve the above problems, and to provide an output torque sensing device of an automatic transmission that can effectively reduce the shift shock caused by a sudden torque fluctuation during the shift of the automatic transmission.

In order to realize the above object, the present invention provides an idle gear, a transfer driven gear coupled to the idle gear and a spline coupled to the transfer shaft to detect a thrust change generated in the helical gear, and the transfer driven described above. A tapered roller bearing in which one side is in close contact with the gear, a sensing column in which one side is in close contact with the tapered roller bearing and attached to the transmission case, a strain gauge installed inside the sensing column, and a strain gauge connected to the above-mentioned strain gauge. It is characterized by consisting of a connector for transmitting a strain gauge signal to the TCU.

Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

1 and 2 are an exploded perspective view and an assembled sectional view showing an output torque sensing device of an automatic transmission according to the present invention. The idle gear IG and the idle gear (IG) for detecting a thrust change generated in the helical gear are shown. IG) and gear-coupled, transfer-driven gear (TDNG) coupled to the transfer shaft (TS) by the spline (1), tapered roller bearing (2) in which one side is in close contact with the transfer-driven gear (TDNG), and One side is in close contact with the tapered roller bearing 2 and the sensing column 3 attached to the transmission case TC, the strain gauge 4 provided inside the sensing column 3, and the above-mentioned strain. It is composed of a connector (6) connected to the gauge (4) for transmitting a signal of the strain gauge (4) to the TCU (5).

In addition, in order to protect the strain gauge 4, the cover 7 is mounted on the sensing column 3 so as to be positioned above the strain gauge 4, and the wire drawn out from the strain gauge 4 is connected to the connector ( In order to connect to 6), a groove 8 is formed in the sensing column 3, and a support member 9 made of rubber is formed to penetrate the wire.

Of course, the movement of the tapered roller bearing 2 is the thrust T, which is the combined force of the force F generated by the gear coupling and rotation of the helical gear, as shown in FIG. 3 in the direction of the transfer shaft TS. Is generated by

That is, the transfer-driven gear TDG and the sensing column 3 are in close contact with each other via the tapered roller bearing 2 so that thrust can be transmitted.

Here, the sensing column 3 is in close contact with the jaw 10 formed on the transmission case TC on the other side facing the tapered roller bearing 2 and is sensed by the pressure of the tapered roller bearing 2. Column 3 does not move.

In particular, the strain gauge 4 is provided with a plurality so as to face each other as shown in Figure 4 to more accurately measure the torque transmitted from the tapered roller bearing (2).

Referring to the operation and effect of the present invention as described above, while the engine is rotated, a constant torque is input to the input shaft IS through the torque converter TC shown in FIG. Is transmitted to the forward sun gear FS.

The torque transmitted to the forward sun gear FS is transmitted to the short and long pinions SP and LP geared to the gear and the ring gear RG by the reaction force of the planet carrier C, which is fixed by the one-way clutch. And the transfer drive gear (TDG) connected to it is rotated to the shifted torque.

Here, as the vehicle speed increases, the kick-down brake KB operates while the rear clutch RC is operated when the vehicle shifts to the second speed in the D-range 2 to fix the kick-down drum KD to reverse the sun gear RS. Will be fixed.

When the reverse sun gear RS is fixed, the torque transmitted to the forward sun gear FS is transmitted to the short and long pinions SP and LP, and the short and long pinion to the outer periphery of the reverse sun gear RS. The rotation speed of the transfer drive gear (TDG) is increased by turning idle) to change the torque.

At this time, in the first speed, the thrust T shown in FIG. 3 is generated in the transfer drive gear TDG, the idle gear IG, and the transfer driven gear TDNG, which are rotated at a constant speed. The transfer driven gear (TDNG) coupled by the spline (1) is pushed to a right at a constant pressure in the drawing.

Of course, the thrust T is represented by the combined force of the torque F transmitted through the idle gear IG, which is a helical gear.

As described above, when the transfer driven gear TDNG receives a constant pressure to the right, the tapered roller bearing 2 is pushed to the right, which presses the sensing column 3 to which the strain gauge 4 is fixed.

When the sensing column 3 is pressed by the tapered roller bearing 4, the sensing column 3 is elastically deformed within the elastic limit, and the elastic deformation causes the strain gauge 4 to deform.

That is, the strain gauge 4 is elastically deformed to change the resistance of the strain gauge 4 itself to measure the pressure of the tapered roller bearing 2.

The pressure measured by the strain gauge 4 is transmitted to the TCU 5 via the connector 6 and calculated by the constant algorithm to torque, and the TCU 5 is configured to maintain the vehicle speed suitable for the above-mentioned torque. Not shown).

Here, the measured amount of the strain gauge 4 is calculated by averaging the measured amount of the plurality of strain gauge (4).

Of course, first speed As shown in FIG. 6, the moment when the kickdown drum KD rotated by the long pinion LP and the stationary kickdown brake KB are in contact with each other during the operation of the kickdown brake KB in the second speed shift. Fluctuation torque is generated in the output torque.

The above-mentioned fluctuation torque transmits the torque to the transfer drive gear TDG and the idle gear IG according to the waveform, and the magnitude of the thrust T 'is changed by the fluctuation of the torque generated therein.

That is, as the speed increases, the output torque increases to increase the torque (F ') transmitted to the transfer drive gear (TDG), the idle gear (IG), and the transfer driven gear (TDNG), and the transfer driven gear (TDNG) generated from the helical gear. The thrust force T 'is increased, so that the strain gauge 4 is subjected to more pressure.

The fluctuating thrust T 'presses the tapered roller bearing 2 according to its waveform and the strain gauge 4 detects this to transmit a signal to the TCU 5.

According to the above signal, the TCU 5 adjusts the valves of the valve body to about 0.5 The hydraulic pressure that activates the kick-down brake (KB) within 0.6 seconds is adjusted to compensate for the fluctuation waveform of the torque.

That is, by controlling the hydraulic pressure by real-time feedback of the change in torque generated at the time of shifting, the occurrence of an error caused by converting the engine speed as in the prior art is prevented, thereby enabling precise control.

1st speed as mentioned above In the second speed, only the contact shock of the kick-down brake (KB) is canceled. Since the kick-down brake KB is released and the front clutch FC and the end clutch EC contact each other at the third speed, the shock is also compensated for when the kick-down brake KB is released.

As described above, the present invention measures the thrust generated by the helical gear by installing the strain gauge on the transfer driven gear, and directly detects the output torque to control the hydraulic pressure during shifting, thereby reducing shifting shock and improving riding comfort. It is.

Claims (4)

An idle gear (IG) geared to the transfer drive gear (TDG) and a gear coupled to the above idle gear (IG) as well as a spline (1) on the transfer shaft (TS) to detect the change in thrust generated in the helical gear. Combined transfer driven gear (TDNG), tapered roller bearing (2) in which one side is in close contact with the transfer driven gear (TDNG), and one side is in close contact with the tapered roller bearing (2) and the transmission case (TC) The strain gauge 4 attached to the sensing column 3, the strain gauge 4 provided inside the sensing column 3, and the strain gauge 4 attached to the strain gauge 4 is connected to the TCU 5. Output torque sensing device for an automatic transmission for a vehicle, characterized in that consisting of a connector for transmitting a signal (6). The output of an automatic transmission for an automobile according to claim 1, characterized in that the cover (7) is mounted on the sensing column (3) so as to be positioned above the strain gauge (4) to protect the strain gauge (4). Torque sensing device. The support member of claim 1, wherein a groove 8 is formed in the sensing column 3 to protect the wire connected from the strain gauge 4 to the connector 6. 9) Output torque detection device for an automatic transmission for a vehicle, characterized in that the configuration by inserting. The method according to claim 1, wherein the jaw 10 is formed so that one side of the sensing column 3 is caught in the transmission case TC so that the sensing column 3 does not move by the pressure of the tapered roller bearing 2. Output torque detection device for an automatic transmission for a vehicle, characterized in that.