KR100401646B1 - Method controlling 6 - shift power train an automatic transmission for vehicles - Google Patents

Abstract

When shifting, instead of controlling the main transmission part and the sub transmission part at the same time, the shift is mainly performed by the control of the brake, so that the shifting feeling can be improved, and the sub transmission part is directly connected at the forward 3, 4, 5 and 6 speeds. To provide a six-speed power train shift control method of an automatic transmission to control and improve the durability of the planetary gear set;

A peripheral portion comprising hook-up of two single-pinion planetary gear sets; In a power train that consists of one single-pinion planetary gear set and shifts six forwards and one reverses.

The main transmission unit outputs the same deceleration at the forward 1, 3 speed, the same deceleration at the forward 2, 4 speed, the same speed at the forward 5 speed, and the increased speed at the forward 6 speed,

The secondary transmission unit provides a six-speed power train shift control method of an automatic transmission for a vehicle controlling to output at the same speed in the forward, third, forward, three, four, five, and six speeds.

Description

6-speed power train shift control method of automatic transmission for vehicles {METHOD CONTROLLING 6-SHIFT POWER TRAIN AN AUTOMATIC TRANSMISSION FOR VEHICLES}

The present invention relates to a shift control method in a six-speed power train of an automatic transmission for a vehicle, in which shifting is easy to improve shifting feeling and a skip shift can be easily performed.

For example, an automatic transmission for a vehicle has a torque converter and a power train, which is a multi-stage gear mechanism connected to the torque converter, and selectively selects one of the operating elements of the power train according to the driving state of the vehicle. It will have a hydraulic control system for operation.

In such an automatic transmission, the power train according to the present invention consists of a composite planetary gear set and a plurality of friction elements, which can achieve the required shift stage by combining at least two simple planetary gear sets. The friction element is selectively operated by the hydraulic pressure supplied to shift.

In addition, the above-described power train is developed and applied while changing the type according to each car maker. Currently, the automatic transmission which is commonly used is composed of four-speed and five-speed transmissions, and in recent years, the fuel economy is more multi-stage. The development of a six-speed transmission that enables the improvement and efficient use of the engine's driving force is actively underway.

An example of the six-speed power train as an example is as follows. As shown in FIG. 1, the main transmission portion M including two single pinion planetary gear sets 4 and 6 and one single pinion planetary gear set are illustrated. It consists of the sub transmission part S which consists of.

The input shaft 2 of the main transmission portion M receives power from the turbine T of the torque converter TC and transmits torque to the first and second single pinion planetary gear sets 4 and 6, Complementary operation of these first and second single pinion planetary gearsets (4) (6) is used to transfer gears connected to the planet carrier (8) of the first single pinion planetary gearset (4). Clutch hook up that can be output through (10) is made.

The peripheral speed M is fixedly connected to the first planetary carrier 8 and the second ring gear 20 that operate as an output element, and connects the first ring gear 14 and the second planetary carrier 18 to each other. The first sun gear 12, the second planet carrier 18, and the second sun gear 16 are fixedly connected to each other through the first, second and third clutches C1, C2, and C3, respectively. 2) and three input elements are variablely connected to each other, and the connecting member 22 connecting the first ring gear 14 and the second planet carrier 18 includes a first brake B1 and a first one-way. The clutch F1 is variably connected to the housing 24, and the second sun gear 16 is variably fixed to the housing 24 by the second brake B2 to hold two fixing elements.

In addition, the sub transmission part S has a third ring gear 32 as an input element, and the third sun gear 28 as an output element via a third planet carrier 30 and a fourth clutch C4. And connected to the housing 24 by the third brake B3 and the second one-way clutch F2.

Looking at the shift of the power train, as shown in Figure 4, the first clutch C1 and the first and third brakes B1 and B3 are operated at the first speed.

In this state of first speed, the first brake B1 of the peripheral speed M is deactivated when the upshift to the second speed is performed, and the second brake B2 is activated. 2 As the brake B2 is released, the second clutch C2 is operated.

In the upshift from the third speed to the fourth speed, the second clutch C2 of the peripheral speed portion and the third brake B3 of the secondary transmission portion are released, and the second brake B2 and the secondary transmission portion of the peripheral portion are released. The fourth clutch C4 is operated.

In the upshift from the fourth speed state to the fifth speed, the second brake B2 is released, the second clutch C2 is activated, and in the upshift from the five speed state to the sixth speed, Shifting is performed in a process of releasing the operation of the first clutch C1 and operating the second brake B2.

In the case of downshifting, the reverse order is performed.

However, in the shift control process as described above, by controlling the friction element in the peripheral speed portion and the friction element in the sub transmission portion at the same time at the same time, and mainly by the clutch, it is very disadvantageous in the shift feeling.

In addition, there is a problem that control is very disadvantageous even when skipping shifts.

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is to control the speed of the shift, mainly by the control of the brake, without changing the peripheral speed and the sub-speed transmission at the same time, it is possible to improve the feeling of shift The sixth speed control method of an automatic transmission is provided.

And it provides a six-speed control method of the automatic transmission to improve the durability of the planetary gear set by controlling the sub-shift portion in a direct connection at the forward 3, 4, 5, 6 speed.

1 is an embodiment of a power train to which the present invention is applied.

Figure 2 is a speed diagram according to the lever analysis method to visually see the shifting process according to the present invention.

Figure 3 is a friction element operating element table in the shifting process according to the present invention.

4 is an operating element table of a friction element applied to the power train of FIG. 1 by the conventional shift control.

In order to realize the above object, the present invention includes a peripheral speed portion consisting of a hook-up of two single pinion planetary gear set;

In a power train that consists of one single-pinion planetary gear set and shifts six forwards and one reverses.

The peripheral speed is output in the state of the same deceleration at the forward 1, 3 speed, the same deceleration at the forward 2, 4 speed, the same speed at the forward 5 speed, increased speed at the 6 forward speed,

The secondary transmission unit provides a six-speed power train shift control method of an automatic transmission for a vehicle controlling to output at the same speed in the deceleration and the forward 3, 4, 5, 6 at the forward 1,2 speeds.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in more detail.

1 is a configuration diagram of a power train to which the present invention is applied, and the configuration thereof has been described above and is omitted. Reference numerals of the components will be referred to below.

The present invention is a control method for controlling the power train of FIG. 1 to obtain a sixth forward speed and one reverse speed, and a shift control process will now be described with reference to FIGS. 2 and 3.

In each node of the lever in FIG. 2, the first planetary carrier 8 and the second ring gear 20 are fixedly connected at the peripheral speed M, and the first ring gear 14 and the second planetary carrier are fixed. The first node N1 is fixed to the first sun gear 12, the second node N2 is connected to the first planet carrier 8, the second ring gear 20, and the third node 18. N3 is set as the first ring gear 14, the second planet carrier 18, and the fourth node N4 as the second sun gear 16.

Then, the lever fifth node N5 in the sub transmission portion has a third ring gear 32, a sixth node N6 has a third planet carrier 30, and a seventh node N7 has a third ring gear 32. Is set to.

Accordingly, while the first clutch C1 is operated at the first forward speed, an input is made through the first sun gear 12, and the first planet carrier 8 and the second ring gear 8 are operated by the first brake B1. 20) acts as a fixed element, the first node (N1) acts as an input element, the third node (N3) acts as a fixed element through the second node (N2) at the peripheral speed (M) The first speed of is output.

Then, the input is made through the third ring gear 32 which is an input element of the sub transmission part S, and the third sun gear 28 is operated as a fixed element by the operation of the third brake B3, The fifth node acts as an input element N5, and the seventh node N7 operates as a fixed element, whereby the first speed is output while finally decelerating.

When the vehicle speed increases in such a first speed control state, the transmission control unit releases the operation of the first brake B1 in the first speed control state and controls the operation of the second brake B2.

Then, while the fixed element is changed to the fourth node N4 while the input is made through the first node N1 in the peripheral speed M, output of a rotation speed greater than the first speed is achieved, and the sub transmission part In (S), the output of the second speed is made while operating in the same state as the first speed.

When the vehicle speed is increased in the second speed state, the transmission control unit releases the operation of the second brake B2 of the peripheral speed portion M in the second speed state, and controls the first brake B1 in operation.

Then, in the peripheral speed M, the output is made in the same state as the first speed, and in the sub transmission, the fourth clutch C4 is operatively controlled while the operation of the third brake B3 is released, thereby being directly connected. The third speed output is made by outputting power as it is input from the peripheral speed portion.

When the vehicle speed increases in the state of the third speed, the transmission control unit releases the operation of the first brake B1 of the peripheral speed portion M in the state of the third speed, and controls the operation of the second brake B3.

Then, the peripheral speed portion is the same output as the second speed, the sub-speed (S) is the output of the fourth speed is made while maintaining the state of the third speed.

When the vehicle speed increases in the state of the fourth speed, the second clutch C2 is controlled to be operated while the operation of the second brake B2 of the peripheral speed M is released in the transmission control unit.

Then, in the peripheral speed part, the input is made through the first node N1 and the third node N1, and the direct connection state is established. The sub transmission part also becomes the direct connection state by maintaining the state of the fourth speed. The output of the fifth speed at which the output input to the transmission is output as it is is made.

When the vehicle speed increases in such a state of five speeds, the transmission control unit releases the operation of the first clutch C1 of the peripheral speed portion M, and controls the second brake B2 to operate to control the third node N3. Is operated as an input element, and the fourth node N4 is controlled to operate as a fixed element, and the sub transmission part controls to maintain the same state as the fifth speed.

Then, the peripheral speed M generates an overdrive having a larger output than the input, and outputs the same. In the sub transmission S, the output is output as it is, whereby the sixth speed output as the highest speed change stage is achieved.

In addition, in the reverse shift stage, the third clutch C3 and the first brake B1 of the peripheral speed M are operated to be input to the fourth node N4, and the third node N3 is a fixed element. To operate.

In the sub transmission part S, the third brake B3 is operated to control the input to the fifth node N5 and to operate the seventh node N7 as a fixed element.

Then, the reverse transmission is made in the sub transmission part M, and the sub transmission part S decelerates and outputs the reverse shift.

In FIG. 2, the rotational direction of the sub transmission part S is the same as the rotational direction of the peripheral speed M, but in practice, when the transfer drive gear 10 and the transfer driven gear 12 are directly engaged with each other, The rotation direction of the transmission S is made in the opposite direction, and in the case of the idle gear or the chain connection therebetween, of course, the rotation direction is made the same.

When the above-described shifting process, that is, deceleration, speed, speed increase relationship, is shown as a table.

Peripheral Sub transmission part D (forward) One deceleration deceleration 2 deceleration deceleration 3 Deceleration (same as 1 speed) Same speed 4 Deceleration (same as 2 speeds) Same speed 5 Same speed Same speed 6 Acceleration (Overdrive) Same speed R (Reverse) One deceleration deceleration

In the shift control process as described above, 4 → 2, 5 → 3, 5 → 2, 6 → 4, 6 → 3 skip shifts are possible, and when the skip shifts are performed at the shift stage to be shifted directly from the current state. The shifting may be performed by operating a friction element, but when the shift shift of 5 → 2 is performed, a shift shift is performed through 3 speeds to 2 speeds. Skip shift control may be implemented to achieve this.

This is because when two skip elements are shifted directly from 5 speeds to 2 speeds and 6 speeds to 3 speeds, two operating elements are released and two operating elements must be operated and controlled. One operation element is released while the four speed process is performed, and one operation element is operated so as to improve the feeling of shifting.

In addition, the indication "0" in the operation column of the brake in FIG. 3 indicates that the brake may or may not be activated, which indicates that the first one-way clutch F1 is operated. This is because the brake B1 may serve as a brake, and when the second one-way clutch F2 is operated, the brake B1 may serve as a third brake B3.

In detail, the skip shifting process may include the operation of the fourth clutch C4 in the fourth speed state in which the first to fourth clutches C1 and C4 and the second brake B2 are operated. By releasing and operating control of the third brake (B3).

5 → 3 skip shifting releases the operation of the second clutch C2 and operates the first brake B1 at the fifth speed in which the first, second and fourth clutches C1, C2 and C4 operate. 5 → 2 skip shifting is to release the operation of the second, fourth clutch (C2) (C4) in the state of the fifth speed operating the first, second, fourth clutch (C1) (C2) (C4), The operation is performed by operating the second and third brakes B2 and B3.

At this time, the third brake B3 is operated after the control of the second one-way clutch F2.

6 to 4 skip shifting operation releases the second clutch C2 in the sixth speed state in which the second and fourth clutches C2 and C4 and the second brake B2 are operated, and the first clutch C1. Is performed by operating the control, and the 6 → 3 skip shift is performed in the state of the sixth speed in which the second and fourth clutches C2 and C4 and the second brake B2 are operated. The operation of B2) is released, and the first clutch C1 and the first brake B1 are operated and controlled.

In the 6 → 3 skip shifting process, the first brake B1 is operated after the control of the first one-way clutch F1 is completed.

As described above, according to the present invention, in all shifting stages except for 2 → 3 shifting, the shifting is mainly performed by controlling the brake without shifting the peripheral speed portion and the sub-shifting portion at the same time. do.

In addition, it is an invention that the durability of the planetary gear set can be improved by maintaining the state of direct connection of the sub transmission portion at the forward 3, 4, 5, 6 speed.

Claims (5)

Two single pinion planetary gear sets, the first planetary carrier acting as an output element and the second ring gear fixedly connected, the first ring gear and the second planetary carrier fixedly connected, the first sun gear, The two planetary carriers and the second sun gears are variably connected to the input shaft via the first, second and third clutches, respectively, so that the three elements can act selectively as the input elements, and the first ring gear and the second planetary carrier are A peripheral speed portion variably fixed to the housing via the first brake and the first one-way clutch, and the second sun gear variably fixed to the housing by the second brake to hold two fixing elements; Single-pinion planetary gear set, the third ring gear is the input element, the third sun gear is connected to the third brake and the second one-way clutch at the same time through the third planetary carrier and the fourth clutch connected to the output element. In the six-speed power train of the automatic transmission for a vehicle comprising a secondary transmission connected to the housing by, The peripheral speed is output in the state of the same deceleration at the forward 1, 3 speed, the same deceleration at the forward 2, 4 speed, the same speed at the forward 5 speed, increased speed at the 6 forward speed, The sub transmission part is controlled to be output at the same speed in the deceleration, the forward 3, 4, 5, 6 in the forward 1, 2 speed, the six-speed power train shift control method of the automatic transmission for a vehicle. Two single pinion planetary gear sets, the first planetary carrier acting as an output element and the second ring gear fixedly connected, the first ring gear and the second planetary carrier fixedly connected, the first sun gear, The two planetary carriers and the second sun gears are variably connected to the input shaft via the first, second and third clutches, respectively, so that the three elements can act selectively as the input elements, and the first ring gear and the second planetary carrier are A peripheral speed portion variably fixed to the housing via the first brake and the first one-way clutch, and the second sun gear variably fixed to the housing by the second brake to hold two fixing elements; Single-pinion planetary gear set, the third ring gear is the input element, the third sun gear is connected to the third brake and the second one-way clutch at the same time through the third planetary carrier and the fourth clutch connected to the output element. In the six-speed power train of the automatic transmission for a vehicle comprising a secondary transmission connected to the housing by, A 1 → 2 speed shifting process of releasing the operation of the first brake and operating the second brake in a state of the first speed at which the first clutch, the first and third brakes, and the first and second one-way clutches are operated; A 2 → 3 speed shifting process of releasing the operation of the second and third brakes in the state of the second speed and controlling the operation of the first brake and the fourth clutch; A 3 → 4 speed shifting process of releasing the operation of the first brake in the state of the third speed and controlling the operation of the second brake; A 4 → 5 speed shifting process of releasing the operation of the second brake in the state of the 4 speed and controlling the operation of the fourth clutch; The six-speed power train shift control method of the automatic transmission for a vehicle, characterized in that the 5 to 6 speed shift process of releasing the operation of the first clutch in the state of the five speed, and controlling the operation of the second brake. The 6-speed power train shift control method according to claim 2, wherein the first one-way clutch is controlled in a 2 → 3 shift process. Two single pinion planetary gear sets, the first planetary carrier acting as an output element and the second ring gear fixedly connected, the first ring gear and the second planetary carrier fixedly connected, the first sun gear, The two planetary carriers and the second sun gears are variably connected to the input shaft via the first, second and third clutches, respectively, so that the three elements can act selectively as the input elements, and the first ring gear and the second planetary carrier are A peripheral speed portion variably fixed to the housing via the first brake and the first one-way clutch, and the second sun gear variably fixed to the housing by the second brake to hold two fixing elements; Single-pinion planetary gear set, the third ring gear is the input element, the third sun gear is connected to the third brake and the second one-way clutch at the same time through the third planetary carrier and the fourth clutch connected to the output element. In the six-speed power train of the automatic transmission for a vehicle comprising a secondary transmission connected to the housing by, 4 → 2 skip control which is performed by releasing the operation of the fourth clutch in the fourth speed state in which the first and fourth clutches and the second brake are operating and controlling the third brake; 5 → 3 skip control which is performed by releasing the operation of the second clutch in the state of the fifth speed at which the first, second, and fourth clutches operate, and operating the first brake; 5 → 2 skip control which is performed by releasing the operation of the second and fourth clutches and operating the second and third brakes in the fifth speed at which the first, second and fourth clutches operate; 6 → 4 skip control which is performed by releasing the operation of the second clutch and operating the first clutch in the sixth speed state in which the second and fourth clutches and the second brake are operated; And 6 → 3 skip control which is performed by releasing the operation of the second clutch and the second brake in the sixth speed state in which the second and fourth clutches and the second brake are operating, and controlling the first clutch and the first brake. 6-speed power train shift control method of an automatic transmission for a vehicle, characterized in that made by. The vehicle according to claim 4, wherein the third brake and the first brake in the 5 → 2 skip control and the 6 → 3 skip control are operated after the control of the second one-way clutch and the first one-way clutch is completed. 6-speed power train shift control method of automatic transmission.