JP2003191764A - Transmission gear control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce failure factors of transmitting signals between a change lever and an ECU for speed change in a transmission gear control device that employs electrically powered equipment as an actuator for transmission. <P>SOLUTION: This gear control device includes a shift lever unit 5 outputting a transmission gear control signal corresponding to a transmission operation, when operated by the driver, an ECU 41 for transmission outputting a command signal for transmission based on the transmission control signal and a vehicle state signal from the shift lever unit 5, actuators 21, 31 that switch the number of speeds of the transmission, an actuator 21 controlled according to a command signal from the ECU 41 for transmission, and drivers 23, 33 for driving the actuators 21, 31 controlled according to a command signal from the ECU 41 for transmission. The ECU 41 for transmission is configured separately from the drives 23, 33 and placed near the shift lever unit 5. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear shift control device for a transmission, which is suitable for controlling a gear shift unit that performs a gear shifting operation of a mechanical automatic transmission.

[0002]

2. Description of the Related Art As a transmission of an automobile, a transmission gear mechanism and a clutch mechanism similar to those of a manual vehicle, an actuator (gear shift unit) for driving the transmission gear mechanism, and an actuator (clutch control unit) for driving the clutch mechanism, A mechanical automatic transmission has been developed that has an electronic control unit (ECU) that controls each actuator in accordance with the driver's gear shift operation or the vehicle's running condition, and is mainly applied to large vehicles such as trucks and buses. Has been done.

[0003]

By the way, in a vehicle equipped with an air compressor, the actuator can be constructed by using air pressure. However, in a vehicle without an air compressor, rather than providing a new air compressor,
Applying an electric actuator is advantageous in terms of installation space and cost.

As described above, when the electric actuator is applied to the gear shift unit or the clutch control unit,
For example, a configuration as shown in FIG. 6 can be considered. That is, as shown in FIG. 6, the driver circuit 33 that controls the operation of the gear shift unit 31 and the driver circuit 23 that controls the operation of the clutch control unit 21 are incorporated in the ECU 41 that controls these actuators 31 and 21. is there. Such a configuration is based on the general idea that it is advantageous for maintenance and management to integrate the ECU 41, which is a controller system, and the driver circuits 33 and 23.

However, the driver circuit 33,
When 23 is integrated, the ECU 41 becomes larger and the ECU 4
The installation location of 1 will be limited. In particular, it is necessary to connect the change lever unit (also simply referred to as a change lever) 5 and the ECU 41 with a signal line (harness) 86. However, since the installation space is limited in the vicinity of the change lever 5, a larger ECU 41 can be used. Often difficult to install.

Therefore, the change lever 5 and the ECU 4
1 and the change lever 5
The signal line 86 that connects the ECU 41 and the ECU 41 is connected at both ends thereof via the connectors 101a and 101b. The signal lines (harnesses) 81 and 82 and the connector 101 are also provided between the ECU 41 and the driver circuits 33 and 23.
They are connected via d, 101e and 101f.

Since the connection by the connectors 101a and 101b cannot completely avoid the possibility of contact failure, the more the connection parts by the connectors 101a and 101b increase, the more easily the failure of signal transmission from the change lever 5 is caused. Become. Of course, if one end of the signal line 86 is directly attached to either the change lever 5 or the ECU 41, the connector connection is reduced from two locations to one location, and thus the risk of signal transmission failure can be reduced accordingly.
However, if there is a long distance between the change lever 5 and the ECU 41, the signal line 86 becomes longer, and the long signal line 86 hinders the assembling work when the change lever 5 or the ECU 41 is assembled to the vehicle body. Up,
During the assembling work, there is a possibility that the portion of one end of the signal line 86 directly attached may be broken, which is not realistic.

Therefore, it is necessary to connect both ends of the signal line 86 by connectors, and it is necessary to consider a countermeasure when a problem occurs in signal transmission from the change lever 5. Therefore, an emergency switch 88 is connected to the failure signal line 86 via the connector 101c, and if a failure occurs in the signal transmission from the change lever 5, the emergency switch 88 is pressed to stop the gear shift based on the shift operation signal from the change lever 5. The method (in this case, the gear shifting is possible with the automatic gear shifting function) can be used, but it may be difficult to secure the mounting space by providing the emergency switch 88 in this way.
It also invites cost increase.

The present invention has been devised in view of the above-mentioned problems, and is one in which electric devices are used to drive a speed change actuator such as a gear shift unit or a clutch control unit, and a change lever and a speed change ECU are provided between the change lever and the speed change ECU. It is an object of the present invention to provide a gear shift control device for a transmission, which is capable of reducing the failure factors related to the signal transmission, and improving the reliability of the device and facilitating simplification of the device.

[0010]

In order to achieve the above-mentioned object, a shift control device for a transmission according to the present invention, when a driver performs a shift operation, outputs a shift control signal according to the shift operation. A vehicle state detecting means for detecting a driving state or a traveling state of the vehicle and outputting a vehicle state signal corresponding to the operating state or the traveling state; a shift control signal from the shift operating means; and the vehicle state detecting means. Of the vehicle state signal, a gear shift control means for outputting a command signal for gear shifting based on the gear shift control signal and the vehicle state signal, a gear shift actuating means for switching the gear stage of the transmission, and the gear shift control means. In a gear shift control device for a transmission, which is controlled according to a command signal from a control means, and which drives the gear shift actuating means, the gear shift control means and the drive driver are configured separately. Done Together, it is characterized in that speed change control means is arranged in the vicinity of the speed-change operating means (Claim 1).

Therefore, when the driver operates the gear shifting operation means, the gear shifting operation means outputs a gear shift control signal corresponding to the gear shifting operation, and the vehicle state detecting means indicates the driving state or running state of the vehicle. It detects and outputs a vehicle state signal according to the driving state or the traveling state. The shift control means receives the shift control signal from the shift operating means and the vehicle state signal from the vehicle state detecting means and outputs a command signal for shifting to the drive driver based on the shift control signal and the vehicle state signal. Then, the driving driver drives the gear shift operating means for switching the gear shift stage of the transmission according to the command signal.

In particular, the shift control means and the driving driver are formed separately, and the shift control means is arranged in the vicinity of the shift operating means. This is because the shift control means can be miniaturized and the shift control means can be easily arranged in the vicinity of the shift operation means by configuring the body. As a result, the signal line connecting the shift control means and the shift operation means can be shortened. Therefore, even if one or both ends of the signal line are directly attached to either or both of the gear shift control means and the gear shift operation means to reduce the connector connection, the signal line does not hinder the assembling work during the assembling to the vehicle body. There is no fear of becoming.

It is preferable that the shift control means and the shift operating means are installed in the vehicle by a shared bracket. As a result, the workability of assembling the shift control means and the shift operation means is improved (claim 2). In addition, a signal line interposed between the shift control means and the shift operation means is directly connected in advance to either one of the shift control means and the shift operation means, and the other is connected through a connector. It is preferable to connect them at the time of assembly. This can reduce the number of connector connections (claim 3).

Further, it is preferable that the shift control means and the shift operating means are constructed as one component which is integrated in advance. As a result, the workability of assembling the shift control means and the shift operation means is improved (claim 4). It is preferable that the shift control means be provided with a connection terminal to which a failure diagnosis device for diagnosing a failure of the vehicle can be connected. Thus, the failure diagnosis device can be connected to the gear shift control means to control the gear shift operation means in the vicinity of the gear shift control means while performing the failure diagnosis of the vehicle (claim 5).

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. A first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a gear shift control device for a transmission according to a first embodiment of the present invention.
FIG. 3 is a diagram showing a drive system of an automobile equipped with a mechanical automatic transmission according to each embodiment of the present invention, FIG. 3 is a diagram illustrating a gear shift unit according to the present gear shift control device, and FIG. 4 is related to the present gear shift control device. It is a figure explaining a clutch control unit.

First, as shown in FIG. 2, the mechanical automatic transmission according to the present embodiment is attached to an engine 1 mounted on an automobile (here, a truck having a cab on a chassis). A clutch mechanism attached to the output part of the engine 1 and having a friction clutch (simply referred to as a clutch)
2 and a mechanical automatic transmission main body 3 connected to the output portion of the engine 1 via the clutch mechanism 2.

The clutch mechanism 2 is adapted to be connected and disconnected by a clutch control unit (clutch booster) 21 as a clutch actuator (shift operation means). The clutch control unit 21 is shown in FIG.
As shown in FIG. 3, an electric pump 22 is provided, and a fluid pressure (here, hydraulic pressure) generated by the electric pump 22 is supplied to a master cylinder or a slave cylinder (not shown) via the control valve 21a to connect or disconnect the clutch mechanism 2. It is designed to drive. The control valve 21a is driven through the electromagnetic switching valve 21b. Also,
The hydraulic pressure is supplied from the hydraulic oil tank 21c, and the control valve 21d
Is adjusted to a predetermined pressure.

The transmission main body 3 includes a gear shift unit (G) as a gear shift actuator (shift operation means).
The gear shift operation is performed by the (SU) 31.
The gear shift unit 31 includes, for example, as shown in FIG. 3, an electric motor 32a that drives a gear shift member in a select direction and an electric motor 32b that drives a gear shift member in a shift direction (hereinafter, the two electric motors are referred to without distinguishing from each other. (Indicated by 32) and is configured as an electric actuator. Then, at the time of gear shift operation, the electric motor 3
2 drives a required portion to switch the meshing state of the gear mechanism of the transmission main body 3 to shift the gear to the required state.

The engine 1 is controlled by an engine electronic control unit (engine ECU) 42, and the clutch control unit 21 and the gear shift unit 31 are transmission electronic control units (transmission ECU, shift control means) which are control units for the transmission. 41 controls each through an electric signal.

Further, in this mechanical automatic transmission, the clutch control unit 21 and the gear shift unit 31 are operated by using a shift command of a shift stage manually operated by a driver as an electric signal.
To shift the clutch control unit 21 and the gear shift unit 31 by remote control, and to switch the shift speed to obtain the optimum shift speed according to the running state of the vehicle (for example, vehicle speed or engine load). At any time, the clutch control unit 21 and the gear shift unit 31
The automatic shift mode for controlling the operation of is selected and executed.

Therefore, the transmission ECU 41 performs a manual shift remote operation control section 41a for performing manual shift control by remote operation in the manual shift mode, and a clutch disengagement operation, a gear shift operation, and a clutch engagement operation in the automatic shift mode. It also has a remote operation control unit 41b for automatic shifting that controls the automatic shifting control. Transmission ECU 41
Includes a change lever unit (change lever) 5 that functions as a gear shift operation means and a manual / automatic selection operation means.
Change lever operation signal from the vehicle, a detection signal from a vehicle speed sensor 51 that detects the vehicle speed of the vehicle, a clutch stroke signal from a clutch stroke sensor (not shown) provided in the clutch control unit 21, and a clutch pedal 6 A clutch pedal operation signal from the clutch switch 53 for detecting the depression, a gear position signal from a transmission gear sensor (not shown) for detecting the gear stage of the transmission body 3, and a clutch rotation speed (that is,
A detection signal from each vehicle state detection means, such as a clutch rotation speed signal from a clutch rotation speed sensor (clutch output rotation speed detection means) 54 that detects the output side rotation speed of the clutch mechanism 2 is input, and the brake pedal 7 is also input. When the button is depressed, the switch is turned on to detect a brake operation (including a type that detects the brake air pressure) 56, the engine ECU 42, an emergency switch (not shown), an indicator 60, a parking brake switch 59, The respective detection signals are input from various vehicle state detecting means such as the key switch 62.

Further, the engine ECU 42 includes a key switch 62, a vehicle speed sensor 51, an accelerator depression amount sensor 5
7, an engine speed sensor 58, a transmission ECU 41, an exhaust brake system 61, etc. are connected to each other. The accelerator depression amount sensor 57 is attached to the accelerator pedal 8. When the manual shift mode is selected through the change lever unit 5, the transmission ECU
Only the gear shift unit 31 or the gear shift unit 31 and the clutch control unit 21 can be remotely operated based on a command from the change lever unit 5 via a remote operation control unit 41a for manual shift provided in 41. Has become.

That is, the remote control unit 41a for manual shifting
Then, in the manual shift mode, only by manually operating the change lever 5A of the change lever unit 5, the gear shift unit 31 and the clutch control unit 21 are remotely operated to drive the main part of the transmission main body 3 and the clutch mechanism 2. However, the clutch disconnection, gear change, and clutch engagement operations are controlled.

Further, when the automatic shift mode is selected through the change lever 5A, the automatic shift mode is executed. In the automatic shift mode, the gear shift unit 31 and the clutch control unit 21 are remotely operated based on various kinds of information via the automatic shift remote operation control section 41b provided in the transmission ECU 41, and the engine ECU 42 performs various operations. The engine 1 is controlled based on this information.

Now, focusing on the control system of the gear shift unit 31 and the clutch control unit 21, as shown in FIG. 1, the gear shift unit 31 includes a gear shift driver circuit (driving driver) for driving the electric motor 32 and the like. ) 33, and the clutch control unit 21 is provided with a clutch control driver circuit (driving driver) 23 for operating the electric pump 22 and the like.

In the shift control device of this embodiment, the electric motor 32 of the gear shift unit 31 is mounted on the vehicle through the gear shift driver circuit 33, and the electric pump 22 of the clutch control unit 21 is mounted through the clutch control driver circuit 23. Battery (power supply unit) 70
It is designed to operate by being supplied with electric power appropriately (see FIG. 2).

A transmission ECU (control unit) 41 for controlling the gear shift driver circuit 33 and the clutch control driver circuit 23 is installed on the cab side which is more environmentally friendly in terms of temperature and vibration than the chassis side. There is. Therefore, the transmission ECU 41 and the gear shift driver circuit 33
It will be installed at a great distance from the clutch control driver circuit 23.

Further, since the gear shift driver circuit 33 and the clutch control driver circuit 23 are formed separately from the transmission ECU 41, the transmission ECU 41 has a small size, and the vicinity of the change lever unit 5 is compared. It can be installed in a narrow space. Therefore, the transmission EC
The U41 is arranged adjacent to the change lever unit 5. Here, the transmission ECU 41 is attached to the vehicle body (cab) side via a bracket 5B shared with the change lever unit 5.

The transmission ECU 41, the gear shift driver circuit 33, and the clutch control driver circuit 2 as described above.
3 are connected by signal lines (harnesses) 81 and 82, respectively, and a command signal is sent from the transmission ECU 41 through the signal line 81 to operate the main part of the gear shift unit 31, and the transmission ECU 41 is connected through the signal line 82. A command signal is sent to operate the main part of the clutch control unit 21.

Since the transmission ECU 41 is arranged adjacent to the change lever unit 5 as described above, the signal line (harness) 86 for connecting the change lever unit 5 and the transmission ECU 41 can be made short. Even if one end of the signal line 86 is directly attached to either the transmission ECU 41 or the change lever unit 5, the transmission ECU 4
There is no hindrance to the work of assembling devices such as 1 and the change lever unit 5.

Therefore, one end of the signal line 86 is directly attached to the change lever unit 5, and only the other end is connected to the transmission ECU 41 via the connector 101b. The signal lines 81, 82 and the connectors 101d, 101e, between the ECU 41 and the driver circuits 33, 23 are also connected.
It is connected via 101f. In addition, the transmission ECU
41 is provided with a connection terminal 111 to which a failure diagnosis device 110 for diagnosing a vehicle failure can be connected.

Since the shift control device for the transmission according to the first embodiment of the present invention is configured as described above, the EC
U41 is an operation signal from the change lever unit 5,
Alternatively, the vehicle speed sensor 51 and the clutch stroke sensor 5
2. Various vehicle state detecting means such as a clutch switch 53, a transmission gear sensor, a clutch rotation speed sensor 54, a stop lamp switch 55, an engine ECU 42, an emergency switch 56, an indicator 60, a parking brake switch 59, and a key switch 62. A command signal is sent to the gear shift driver circuit 33 and the clutch control driver circuit 23 based on the detected detection signal relating to the driving state or the traveling state of the vehicle to operate the main parts of the gear shift unit 31 and the clutch control unit 21.

A signal line 86 connecting the change lever unit 5 and the transmission ECU 41 has one end directly attached to the change lever unit 5, and only the other end is connected to the transmission ECU 41 via the connector 101b. Therefore, the connector for connecting the signal line 86 can be held in only one place. That is, since the change lever unit 5 and the transmission ECU 41 are close to each other, the signal line 86 can be shortened. When the signal line 86 is long, the signal line 86 hinders the assembling work at the time of assembling to the vehicle body, but when the signal line 86 is short, the signal line 86 hinders the assembling work. Since there is no fear, one end of the signal line 86 can be directly attached to the change lever unit 5 or the transmission ECU 41 to reduce the connector connection.

Since the connection by the connector is apt to cause the signal transmission failure due to the poor contact or the like, by suppressing the use of the connector in this way, the risk of the signal transmission failure can be reduced. As a result, the emergency switch can be omitted, and the reliability and simplification of the signal transmission system in the shift control device can be realized. Further, since the change lever unit 5 and the transmission ECU 41 are attached by the shared bracket 5B,
The number of parts can be reduced, and, for example, the change lever unit 5 and the transmission ECU 41 can be commonly used in the bracket 5B.
It is possible to improve the mounting workability such as mounting on the vehicle body in advance and mounting on the vehicle body.

Further, since the transmission ECU 41 near the change lever unit 5 is provided with the connection terminal 111 to which the failure diagnosis device 110 for diagnosing a vehicle failure can be connected, the connection terminal 111 has a failure diagnosis. When connecting the device 110 and diagnosing a vehicle failure, an operator operates the change lever unit 5, for example, and the failure diagnosis device 1
The failure diagnosis can be performed using 10, and the workability of the failure diagnosis is significantly improved.

Next, a second embodiment of the present invention will be described with reference to the drawings. FIG. 5 is a diagram showing a shift control device for a transmission according to a second embodiment of the present invention, and the same reference numerals as those in FIG. 1 denote the same parts. As shown in FIG. 5, in this embodiment, the change lever unit 5 and the transmission ECU 4
1 is integrated in advance, and a signal line (not shown) interposed between the change lever unit 5 and the transmission ECU 41 is connected to either the change lever unit 5 or the transmission ECU 41. It is also directly attached. Therefore, no connector connection is used for this signal line.

Since the transmission gear shift control apparatus according to the second embodiment of the present invention is configured as described above, it is possible to eliminate the connector connection relating to the signal line connecting the change lever unit 5 and the transmission ECU 41. it can. Therefore, by suppressing the use of a connector that is apt to cause a signal transmission failure, it is possible to reduce the risk of a signal transmission failure, and it is possible to omit the emergency switch, thereby improving the reliability and simplicity of the signal transmission system in the shift control device. It can be realized.

Further, since the change lever unit 5 and the transmission ECU 41 are integrated with each other, it is possible to improve the workability of mounting them. Further, similarly to the first embodiment, the failure diagnosis device 11 is connected to the connection terminal 111.
When 0 is connected and a vehicle failure is diagnosed, the operator operates the change lever unit 5 to operate the failure diagnosis device 11
The failure diagnosis can be performed using 0, and the workability of the failure diagnosis is significantly improved.

Although the embodiment of the present invention has been described above, the present invention is not limited to this embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in the first embodiment, the change lever unit 5 and the transmission ECU 41 are attached via the common bracket 5B, but the change lever unit 5 and the transmission ECU 41 may be arranged close to each other. It is not always necessary to use the common bracket 5B.

Further, the present invention can be applied to various automobiles including a monocoque automobile and the like without being limited to the vehicle body constitution in which the cab is provided on the chassis.

[0041]

As described above, according to the speed change control device for a transmission of the present invention, the speed change control means and the driving driver are formed separately, and the speed change control means is provided near the speed change operation means. Since it is arranged, the signal line connecting the shift control means and the shift operation means can be short. If one end or both ends of the signal line is directly attached to either or both of the shift control means and the shift operation means, if the signal line is long, the signal line will hinder the assembling work at the time of assembling to the vehicle body. However, if the signal line is short, there is no fear that the signal line will interfere with the assembly work.
By directly attaching one end or both ends of the signal line to reduce the connector connection, it is possible to reduce the risk of signal transmission failure. As a result, the reliability and simplification of the signal transmission system in the shift control device can be realized (Claim 1).

When the shift control means and the shift operation means are installed in the vehicle by the common bracket, the workability of assembling the shift control means and the shift operation means is improved, and the shift control means and the shift operation means are combined. Can be reliably arranged close to each other (claim 2). Further, a signal line interposed between the shift control means and the shift operation means is connected in advance to one of the shift control means and the shift operation means, and the other is connected during assembly through a connector. If so, the connector connection can be reduced, and the risk of signal transmission failure can be reduced (claim 3).

If the speed change control means and the speed change operation means are integrated in advance as one component, the workability of assembling the speed change control means and the speed change operation means is improved, and the speed change control means is improved. And the gear shift operation means can be reliably arranged close to each other (claim 4). If the shift control means is provided with a connection terminal to which a failure diagnosis device for diagnosing a failure of the vehicle can be connected, the failure diagnosis device is connected to the shift control means to operate the gear shift operation means in the vicinity of the shift control means. While controlling
The vehicle failure diagnosis can be performed, and the workability of the failure diagnosis is significantly improved (Claim 5).

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a shift control device for a transmission according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram showing a drive system of an automobile equipped with a transmission according to each embodiment of the present invention.

FIG. 3 is a diagram illustrating a gear shift unit according to the transmission of each embodiment of the present invention.

FIG. 4 is a diagram illustrating a clutch control unit according to each of the embodiments of the present invention.

FIG. 5 is a schematic configuration diagram of a shift control device for a transmission according to a second embodiment of the present invention.

FIG. 6 is a schematic configuration diagram illustrating a problem of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 2 Clutch mechanism (clutch) 3 Mechanical automatic transmission main body 5 Change lever unit (change lever) as gear shifting operation means 5B Bracket (common bracket) 21 Clutch control unit (clutch booster) 22 as gear shifting operating means 22 Electric pump 23 Clutch Control Driver Circuit (Drive Driver) 31 Gear Shift Units 32, 32a, 32b as Gear Change Actuating Means Electric Actuator 33 Gear Shift Driver Circuit (Drive Driver) 41 Transmission ECU (Control Unit) 81 as Gear Change Control Means , 82, 86 Signal line (harness) 101a to 101f Connector 110 Failure diagnosis device 111 Connection terminal

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Atsushi Kumazawa             Mitsubishi Motors, 5-3-8 Shiba, Minato-ku, Tokyo             Industry Co., Ltd. F-term (reference) 3D040 AA01 AB01 AC36 AD01

Claims (5)

[Claims] 1. A gear shift operation means for outputting a gear shift control signal according to the gear shift operation when a driver performs a gear shift operation, and a driving state or a running state of a vehicle to detect the driving state or the running state. A vehicle state detection means for outputting a vehicle state signal, a shift control signal from the shift operation means, and a vehicle state signal from the vehicle state detection means are received to shift gears based on the shift control signal and the vehicle state signal. Shift control means for outputting a command signal according to the above, a shift operating means for switching the shift speed of the transmission, and a driver for driving the shift operating means which is controlled according to the command signal from the shift control means. A shift control device for a transmission including the above, wherein the shift control means and the driving driver are configured separately, and the shift control means is arranged in the vicinity of the shift operation means. A shift control device for a transmission, comprising: 2. The shift control device for a transmission according to claim 1, wherein the shift control means and the shift operation means are installed in the vehicle by a common bracket. 3. A signal line interposed between the speed change control means and the speed change operation means is directly connected directly to one of the speed change control means and the speed change operation means, and the other is a connector. 3. The gear shift control device for a transmission according to claim 2, wherein the gear shift control device is connected via the. 4. The gear shift control device for a transmission according to claim 1, wherein the gear shift control means and the gear shift operating means are configured as one component that is integrated in advance. 5. The shift control means is provided with a connection terminal to which a failure diagnosis device for diagnosing a failure of the vehicle can be connected. A shift control device for the transmission described.