JP2562959Y2 - Multi-stage transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a multi-stage transmission for a vehicle, and particularly to a vehicle having a sub transmission for switching between high and low at an input side and an output side of a main transmission. The present invention relates to a technique for shortening a shift operation time in a multi-stage transmission.

<Conventional technology> Conventionally, a tractor or the like for towing a trailer has a higher total vehicle weight than a normal truck or the like. A multi-stage transmission equipped with a sub-transmission for switching is mounted.

A multi-stage transmission provided with a sub transmission for level switching only on the output side of the main transmission is disclosed in Japanese Utility Model Laid-Open No. 2-44158.

The configuration of the multi-stage transmission having the above-mentioned sub-transmissions for switching the level on the input side and the output side will be described with reference to FIG.

In the figure, in a sub-transmission (hereinafter referred to as a split gear stage) provided on the input side, a main drive shaft (input shaft) 51 for inputting power from an engine (not shown) and a main transmission (hereinafter referred to as a main gear stage). ), A main shaft 52 which is arranged on the same axis as the main drive shaft 51 and whose front end is supported by the main drive shaft 51, and a sub-transmission (hereinafter referred to as a range gear stage) provided on the output side. A sub-main shaft (output shaft) 53 which is arranged on the same axis as the main drive shaft 51 and whose front end is supported by the main shaft 52.
And a counter shaft 54 and a reverse shaft 55 arranged in parallel with the main drive shaft 51 and the main shaft 52.

The main drive shaft 51 is provided with a splitter gear ZSM that idles around the shaft.
6 is provided slidably. On the main shaft 52, a drive gear Z4M, a third speed gear Z3M, a second speed gear Z2M, a first speed gear Z1M, and a reverse gear ZRM are provided so as to idle on the shaft in order from the left side in the figure. Between drive gear Z4M and third gear Z3M, second gear Z2M and first gear Z1M
, And between the first gear Z1M and the reverse gear ZRM, clutch gears 57, 58, 59 are slidably provided, respectively. The counter shaft 54 includes the splitter gear ZSM.
And a reverse idler gear ZRI that idles on the reverse shaft 55 to a counter gear ZSC, Z4C, Z3C, Z2C, Z1C and a reverse gear ZRM that always mesh with the drive gear Z4M to the first speed gear Z1M.
The reverse counter gear ZRC meshing through the shaft is fixed and rotates integrally.

In the range gear stage, the high gear ZHM that is spline-fitted to the rear of the main shaft 52 is
It is provided so as to always mesh with the sub-counter high gear ZHC fixed to 5.

Also, a low gear ZLM that idles on a sub main shaft 53 whose front end is supported by the main shaft 52 is fixed to the sub counter shaft 55.
And is always engaged. The clutch gear 6 can slide freely between the high gear ZHM and the low gear ZLM.
1 is provided. And the sub main shaft 5
Power is transmitted from 3 to the propeller shaft.

Such a multi-stage transmission has 12 forward gear positions.

 FIG. 4 is a diagram showing a combination of the shift speed and the gear used.

<Problems to be Solved by the Invention> In the above-described multi-stage transmission, for example, the shift lever position in the shift tower in FIG. 6 is neutral N, and the high / low switch for the split gear is set to the low side (LOW). ), The shift lever is shifted to the "3" position, and at the same time, when the shift operation for setting the high / low switching switch of the split gear position to the high side (HIGH) is performed, conventionally, the range gear position is firstly set. Is shifted to the higher side, then the main gear is shifted to the third speed, and further the split gear is shifted to the higher side.

As described above, the shift operation of the main gear, the split gear, and the range gear shifts from the end of the shift of one stage to the shift of the next stage, so that it takes time until all the shifts are completed, There is a problem that the start is delayed.

For example, if the shift time of the main gear is 0.4 seconds, the shift time of the split gear is 0.3 seconds, and the shift time of the range gear is 0.3 seconds, the start gear set end time is:
It takes 1.0 seconds in total.

Therefore, the present invention has been made in view of the above-mentioned conventional problems,
For example, it is an object of the present invention to reduce the start gear set end time from a vehicle stop state.

<Means for Solving the Problems> For this reason, the multi-stage transmission for a vehicle according to the present invention includes, as shown in FIG. 1, an auxiliary transmission for level switching at the input side and the output side of the main transmission. Shift position designating means, a shift change control circuit for issuing a shift change command based on a shift position designating signal output from the shift position designating means, and a command signal from the shift change control circuit. And a transmission control circuit that issues a drive signal to a predetermined actuator among the actuators for shift change of the main transmission and the height change operation of each subtransmission, and includes a vehicle speed detection unit that detects a vehicle speed. When the vehicle speed is substantially zero based on the output detection signal, each actuator is simultaneously driven based on the shift position designation signal. A transmission control device configured to emit a signal is provided.

<Operation> In such a configuration, for example, based on a gear change command for starting from a stopped state, all the gears are operated at the same time to perform a shift, so that it takes no time until the shift is completed, Start can be performed promptly.

Since the vehicle speed is 0 when the vehicle is stopped, all gear shifting operations (synchronizing operation of the synchronizing device) apply a brake to the rotation of the gear and the shaft, but the amount of rotation change at this time is smaller than during running. Even if all the shifts are performed at the same time, the load on the synchronizer does not increase.

<Example> Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 2 shows a hardware configuration diagram of an embodiment of the present invention.

In this figure, an engine 11 has a mechanical clutch 12
, A multi-stage transmission (transmission) T is mounted, and its output shaft is connected to a rear axle (not shown) via a propeller shaft 14.

The transmission T is provided with an auxiliary transmission (split gear stage) 13B at an input side of a main transmission (main gear stage) 13B.
And an auxiliary transmission (range gear stage) 13A on the output side.

Further, the engine 11 is provided with a fuel injection pump 15.

The clutch 12 is equipped with a clutch position sensor 16 for detecting disconnection and connection of the clutch based on the stroke amount, and a clutch driving actuator 17.

The transmission T has a countershaft rotation speed sensor 18 for detecting the rotation speed of the countershaft, a vehicle speed sensor 19 for detecting the vehicle speed from the rotation speed of the output shaft of the transmission T, and an air pressure for operating the transmission T. Actuator used 20,20A, 2
0B and shift position sensors 21, 21A, 2 for detecting the shift position
1B is installed. Note that the actuator 20 and the shift position sensor 21 are for the main gear 13 and the actuator 20A and the shift position sensor 21A are for the split gear 13B.
, Actuator 20B and shift position sensor 21B
Is for a range. Reference numerals 22 and 25 denote a clutch pedal push position sensor and a clutch pedal free position sensor for detecting the position of the clutch pedal 23, respectively, and reference numeral 32 denotes an accelerator pedal opening sensor for detecting the position of the accelerator pedal 24.

A shift tower 26 is provided in the driver's cab and used to designate a shift stage when a shift is changed.
The shift lever 27 has a split gear stage.
A 13B changeover switch 28 is provided.

Reference numeral 30 denotes a transmission position indicator, and 31 denotes a buzzer for notifying the end of a shift based on a signal from a position switch (not shown).

On the other hand, the control unit 40 includes a shift change control circuit that issues a shift change command based on an electrical shift position designation signal from the shift tower 26, and a predetermined actuator 20 that receives the command signal from the shift change control circuit. The transmission control device includes a transmission control circuit that issues a drive signal to 20A and 20B, and a clutch engagement / disengagement control circuit that controls driving of the clutch actuator 17 based on a command signal from the shift change control circuit.

FIG. 3 is a diagram showing the configuration of each gear stage and the configuration of an actuator corresponding to each gear stage, and a description thereof has been made in the conventional description, and will not be repeated.

FIG. 4 is a diagram showing a combination of the shift speed and the gear used as described above.

FIG. 5 is a detailed view of the actuator and the shift position sensor.

In this figure, the actuator 20B for the split gear stage 13B is composed of an air cylinder device 41, and the air that enters and leaves the piston chambers a and b of the air cylinder device 41 is switched by magnetic valves 42a and 42b.
It is switched between the high side and the low side in the figure, the high side is detected by the shift position sensor 21B-1, and the low side is the shift position sensor 2B.
Detected by 1B-2.

Further, the actuator 20A of the range gear stage 13A is composed of an air cylinder device 43, and supplies air to and from the piston chambers a and b of the air cylinder device 43 by magnetic valves 44a and 44a.
By switching at 4b, switching is made between the high side and the low side in the figure, the high side is detected by the shift position sensor 21A-1, and the low side is detected by the shift position sensor 21A-2.

Further, the actuator 20 for the main gear stage 13 is composed of an air cylinder device 45 for selection and an air cylinder device 46 for shift, and magnetically moves air that flows into and out of the piston chambers a and b of the air cylinder devices 45 and 46. Valve 47a, 4
By switching between 7b, 48a, and 48b, three select positions are switched to two shift positions and a neutral position, and the three select positions are selected by the select position sensor 49.
a, 49b, 49c, the two shift positions and the neutral position are detected by the shift position sensors 21-1, 21-2, 21-3.
Is detected by

Note that the select air cylinder device 45 is provided with a striker 50 that is operated by a sliding operation of a piston, and the operation of the striker 50 selects one of the three selector levers 50a, 50b, and 50c. You.

The selector lever 50a is responsible for switching between fifth speed and sixth speed, the selector lever 50b is responsible for switching between second, fourth, first, and third speeds, and the selector lever 50c is responsible for switching reverse.

In the above-described multi-stage transmission, the shift control device of the control unit 40 simultaneously drives the actuators based on the detection signal output from the vehicle speed sensor and when the vehicle speed is substantially 0 based on the shift position designation signal. It is configured to emit a signal and executes control as shown in the flowchart of FIG.

In this flowchart, the shift tower shown in FIG.
26, the position of the shift lever 27 is neutral N, and the height change switch 28 of the split gear stage 13B is set to the low side (LO
W), and the shift lever 27 is operated from the state of step 1 where the actual gear position is the split gear 13B “low”, the main gear 13 “N”, and the range gear 13A “low”. As in Step 2, the position of the shift lever 27 is set to "3", and the height change switch 28 of the split gear 13B is set to the high side (HIGH).

In step 3, it is determined whether the vehicle speed is 0 based on the detection signal output from the vehicle speed sensor 19,
That is, if the vehicle is stopped, the process proceeds to step 4, and if not 0, the process proceeds to step 5.

In step 5, the same shift control as in the related art is executed.

That is, first, the range gear 13A is shifted from the low side to the high side, and the completion of the shift of the range gear 13A to the high side is confirmed by the position switch. Then, the main gear 13 is shifted to the third speed, and the main gear 13 is shifted to the third gear. It is confirmed by the position switch that the gear 13 has been shifted to the third speed, and then the split gear 13B is shifted to the high side. This is confirmed by the position switch, and the buzzer is operated for a certain period of time.

In step 4, the shift operations of the split gear stage 13B, the main gear stage 13, and the range gear stage 13A are simultaneously performed,
The buzzer 31 is operated for a certain period of time after confirming with the position switch that all shifts have been completed.

According to this configuration, based on the gear change command for starting from a stopped state, all the gears are simultaneously operated to perform the shift. As a result, it takes no time until the shift is completed, and the starting is quickly performed. It can be carried out.

As described above, for example, the shift time of the main gear 13 is 0.4 seconds, and the shift time of the split gear 13B is 0.3 seconds.
Assuming that the shift time of the second gear range 13A is 0.3 seconds, the start gear set end time is 0.4 seconds compared to the conventional 1.0 seconds, which can be reduced to 0.6 seconds.

Here, the reason why all the gears can be changed at the same time when the vehicle starts moving from a stop will be described.

That is, since the vehicle speed is 0 when the vehicle is stopped, all gear shifting operations (synchronizing operation of the synchronizing device) apply a brake to the rotation of the gear and the shaft, but the amount of rotation change at this time is smaller than during running. This is because the load on the synchronizer does not increase even if all shifts are performed simultaneously.

Here, in a transmission having a main transmission and a sub-transmission with a synchronization mechanism, the simultaneous transmission of the main and sub-transmissions is out of synchronization due to a change in load caused by one of the synchronizing actions due to a load change due to the other synchronizing action. The gear is engaged before the synchronization is completed, which may cause a gear squeal or the like.

However, when the vehicle is stopped and the synchro load is small, the above adverse effects are small.

Therefore, in the present invention, the vehicle speed is detected, and while the vehicle is running, a shift is performed to prevent gear squeal and the like, and a simultaneous shift is permitted only when the vehicle is stopped, thereby shortening the shift time. -ing That is, the vehicle speed is detected, and gear squeal and the like can be prevented and the shift time can be shortened at the same time in accordance with the vehicle speed.

Note that the structure of the above embodiment does not show the structural restriction of the present invention, and the present invention can be freely modified within the scope described in the claims for utility model registration.

<Effects of the Invention> As described above, according to the multi-stage transmission for a vehicle of the present invention, a multi-stage transmission for a vehicle including a sub transmission for level switching at the input side and the output side of the main transmission. When the vehicle speed is substantially zero, a drive signal is simultaneously issued to each actuator based on the shift position designation signal so that the gears of all gears are simultaneously shifted. It is possible to shorten the time and quickly start the vehicle.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a multi-stage transmission for a vehicle according to the present invention, FIG.
FIG. 3 is a system diagram of the same embodiment, FIG. 3 is a configuration diagram of the same multi-stage transmission, FIG. 4 is a combination diagram of a shift speed and a used gear, FIG. 5 is a detailed sectional view of an actuator and a shift position sensor, FIG. 6 is a shift pattern diagram in the shift tower, and FIG. 7 is a flowchart for explaining the operation of the control means of the embodiment. 13: Main transmission (main gear), 13B: Sub transmission (split gear), 13A: Sub transmission (range gear), 19
... Vehicle speed sensor, 20,20A, 20B ... Actuator, 21,21-
1,21-2,21A, 21A-1,21A-2,21B, 21B-1,21B-2 ... shift position sensor, 40 ... control unit, 42a, 42b, 44
a, 44b… magnetic valve, T… multi-stage transmission (transmission)

Claims (1)

(57) [Scope of request for utility model registration] 1. A multi-stage transmission for a vehicle comprising an auxiliary transmission for level change on an input side and an output side of a main transmission. A shift change control circuit that issues a shift change command based on the designated signal; and a shift change actuator of the main transmission and a height change operation actuator of each auxiliary transmission that receive the command signal from the shift change control circuit. Each of the actuators is configured to include a transmission control circuit for issuing a drive signal to a predetermined actuator. Multi-stage for a vehicle, provided with a shift control device configured to simultaneously issue a drive signal to the vehicle Speed machine.