JP2602762Y2 - Transmission automatic transmission - Google Patents

Description

[Detailed description of the invention]

[0001]

The present invention relates to a shift lever in which a shift up position and a shift down position are provided opposite to each other with respect to a hold position of the shift lever, and a neutral position perpendicular to the shift up and shift down directions is set from the hold position. A reverse position is provided, and there is an actuator for engaging and disengaging the clutch and a control device for the actuator. The shift lever is shifted from the hold position to the upshift, downshift or reverse position to shift up, downshift or reverse respectively. The present invention relates to an automatic transmission for a transmission that performs each speed change operation.

[0002]

2. Description of the Related Art In heavy duty vehicles such as tractors,
In order to obtain high driving force, the gear ratio of the transmission has been reduced and the number of gear ratios has been increased. Conventionally, it has been necessary to perform a number of shifting operations to increase the vehicle speed from the start to the running speed, which has placed a heavy burden on the driver.

[0003] On the other hand, for example, the present applicant has published
In the transmission that performs automatic shifting proposed in JP-A-161122, the shift operation is not required by setting the automatic mode, which is very convenient.

[0004] However, in a conventional transmission that performs automatic shifting, an undesired shifting is performed, or
There have been disadvantages in that the driver cannot selectively determine the shift speed, or that an operation for switching from the automatic shift mode to the manual mode is required.

More specifically, a shift pattern having a manual mode (shift lever position hold H) and an automatic shift mode (shift lever position auto A) capable of upshifting (Up) and downshifting (Dn) as shown in FIG. In the transmission constituted by
As shown in (5), if Auto A is set (Step S20),
Automatic shifting is performed according to the map (step S2).
1) If an operation is performed for Up (step S22), an upshift is performed (step S23). And Dow
If the operation is performed to n (step S24), the downshift is performed (step S25), and if the operation is performed to the neutral N (step S26), the neutral setting is performed (step S27). When the vehicle is operated to the reverse R (step S28), when the vehicle speed is zero (step S28).
29), a reverse set is performed (step S3)
0). As described above, in the conventional transmission that performs automatic shifting, as shown in FIG. 7, in order for the driver to selectively determine the shift stage from the automatic shifting mode and shift, the automatic shifting mode A is temporarily changed to the manual mode (hold) H. , And the operation of Up / Dn must be performed to a desired shift speed. In particular, in a multi-speed transmission having a small inter-gear ratio of a heavy vehicle, the operation is complicated and inconvenient. It should be noted that JP-A-3-89075 and JP-A-2-125174 disclose an automatic transmission capable of switching from an automatic shift mode to a hold mode and operating upshift or downshift. Similarly, complicated operations in a multi-stage transmission cannot be eliminated.

[0006]

In the present invention, there is no automatic position, and the shift up, shift down or reverse shift operation is automatically performed by shifting the shift lever from the hold position to the upshift, downshift or reverse position. In the automatic transmission of the transmission to be performed, even in the hold position, the shift-up shift operation at the time of starting acceleration can be automatically performed without shifting to the automatic position, and the complicated start of the transmission of a multi-stage heavy vehicle is performed. It is an object of the present invention to provide an automatic transmission for a transmission that can reduce operations during acceleration.

[0007]

According to the present invention, a shift-up position and a shift-down position are provided opposite to each other with a hold position of a shift lever therebetween, and a direction perpendicular to the shift-up / shift-down direction from the hold position is provided. The reverse position is provided through the neutral position of
An automatic transmission having an actuator for engaging and disengaging the clutch and a control device for the actuator, wherein the shift lever is shifted from a hold position to a shift-up, shift-down, or reverse position to perform a shift-up, shift-down, or reverse shift operation, respectively. In the transmission, the control device detects that the shift lever is in the hold position, and when the engine speed exceeds a predetermined speed and the speed is detected for a certain period of time after the engine speed has reached a predetermined speed, the control device increases the speed by one step. It has a control function of outputting a signal for shifting up and not outputting a signal for shifting down when the shift lever is detected to be in the hold position.

[0008]

According to the present invention, if the driver manually shifts the shift lever from the hold position to the upshift, downshift or reverse position, the upshift, downshift or reverse shift operation is performed when the clutch is disengaged. A transmission that is automatically performed together with automatic operation.When starting and accelerating, the shift-up operation is automatically performed if the engine speed exceeds the predetermined speed while the hold position remains and a certain time elapses at that speed. No complicated shifting operation is required. Therefore, particularly in a multi-stage transmission, traveling by selecting a gear position that the driver intends and reduction of operations at the time of starting are effectively performed.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall structural view of a diesel engine having a transmission embodying the present invention. The engine 10 includes a mechanical clutch 20.
The transmission 30 is attached via a propeller shaft 37 to an unillustrated rear axle.

The engine 10 is provided with a fuel injection pump 11, and the pump 11 is provided with a throttle actuator 12.

The clutch 20 is provided with a clutch actuator 21 for connecting and disconnecting the clutch, a clutch stroke sensor 22 for detecting a clutch stroke, and an engine rotation sensor 23.

The transmission 30 includes a transmission actuator 31 for shifting the transmission, a position sensor 32 for detecting a shift position, a gear rotation sensor 33, a vehicle speed sensor 34, range switching and splitter switching actuators 35 and 38, a range and splitter position sensor 36. , 39 are provided.

On the other hand, a shift tower 40 is provided in the cab and has a shift pattern of reverse R, neutral N, shift up U, shift down D, and hold H for holding the current gear position. Further, an accelerator sensor 43 for detecting the opening of the accelerator pedal 42 and a clutch sensor 45 for detecting the position of the clutch pedal 44 are provided.

These members 12, 22, 23,
31, 32, 33, 34, 35, 36, 38, 39, 4
0, 43, and 44 are connected to a transmission control unit 46, and an engine control unit 47, a display monitor 48, and a magnetic valve group 49 are connected to this unit 46.

The shift lever 41 of the shift tower 40
A function switch 41a is provided on the top of the control unit 46, and is connected to the control unit 46. Then, as shown in FIG. 2, a “hold” position H that can be shifted to “Up” and “Down” at opposing positions, and a “neutral” position N beside “R”
The shift pattern is formed so as to be shiftable to the “ev” position, and as shown in FIGS. 2 and 3, a position switch SFR corresponding to each position of the shift lever 41,
An SFF, SN1 and SN2 are provided and connected to the control unit 46.

In the control, as shown in FIG. 4, when the upshift operation is selected by the shift lever 41 (step S1), the position switch SFF is closed, and the control unit 46 controls the transmission actuator 31 based on this signal. Then, an upshift is performed (step S2). When the downshift Down operation is selected (step S3), the position switch S
The FR is closed, and the control unit 46 shifts down (step S4). Then, when the neutral N operation is selected (step S5), the position switch SN1 is closed, and the control unit 46 performs the neutral setting (step S6). When the reverse R operation is selected (step S7), the position switches SFF and SN1 are closed, and based on these signals, the control unit 46 sets the reverse when the signal from the vehicle speed sensor 34 is zero (step S8). The setting is performed (step S9). When the hold H is selected (step S10), the position switch SN2 is closed, and the control unit 46 is controlled based on this signal.
Is based on signals from the throttle actuator 12 and the engine rotation sensor 23, and indicates the control output of the engine control unit 47 after the start, for example, the fuel injection amount (vertical axis) and the engine speed (horizontal axis) shown in the control map of FIG.
Is a state exceeding a predetermined value (step S11) as shown by a hatched portion A from M1 in the figure, and when the state has passed for a fixed time (for example, one second) (step S12),
The transmission actuator 31 is controlled to perform a one-step upshift automatically (step S13). Therefore, in the case of the hold H, the downshift is not performed.
This automatic upshift is performed by the control map M2 shown in FIG.
As shown by a shaded portion B in FIG. 3, the operation may be performed when a state in which the accelerator opening from the accelerator sensor 43 and the engine speed exceed the specified values has elapsed for a predetermined time.

[0018]

According to the present invention, the following excellent effects can be obtained. (A) By operating the shift lever to Up / Down, upshifting / downshifting is automatically performed, and the transmission can run at a gear position according to the driver's intention. The shift-up operation is automatically performed at the time of starting acceleration with no hold position, and no complicated operation is required. (B) When the engine speed exceeds a predetermined speed, upshifting is automatically performed, and operation at a high engine speed is avoided, which is advantageous in noise reduction and fuel economy. (C) The above-mentioned automatic gear shifting at the time of starting acceleration and the selection of the gear position by manual operation during normal driving are suitable for a multi-speed transmission for heavy-duty vehicles such as tractors, and are suitable for optimal driving and professionalism of the driver. A transmission can be configured.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a diesel engine provided with a transmission embodying the present invention.

FIG. 2 is an explanatory diagram of a shift pattern.

FIG. 3 is an explanatory diagram of a shift position switch.

FIG. 4 is a control flowchart.

FIG. 5 is a control map diagram.

FIG. 6 is another control map diagram.

FIG. 7 is an explanatory diagram of a shift pattern having a conventional automatic position.

FIG. 8 is a conventional control flowchart.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 11 ... Fuel injection pump 12 ... Throttle actuator 21 ... Clutch actuator 22 ... Clutch stroke sensor 23 ... Engine rotation sensor 30 ... Transmission 31 ... Transmission actuator 32 ... Position sensor 33 ... Gear rotation sensor 34 ... Vehicle speed sensor 35, 36 ... Actuator 40 ... Shift tower 41 ... Shift lever 41a ... Function switch 42 ... Accelerator pedal 43 ... Accelerator sensor 44 ... Crutch pedal 46 ... Clutch sensor 47 ... Transmission control unit 48 ... Display monitor 49 ... Magnetic valve

Continuation of front page (56) References JP-A-3-89075 (JP, A) JP-A-2-125174 (JP, A) JP-A-63-72954 (JP, A) JP-A-63-219947 (JP, A) JP-A-60-252853 (JP, A) JP-A-3-103650 (JP, A) JP-A-3-153958 (JP, A) JP-A-3-96753 (JP, A) 62-37555 (JP, A) Fully open Showa 60-154650 (JP, U) Fully open Showa 61-161122 (JP, U) (58) Fields studied (Int. Cl. ⁷ , DB name) F16H 59/00 -61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Scope of request for utility model registration] An upshift and a downshift position are provided opposite to each other with a hold position of a shift lever therebetween, and a reverse position is provided from the hold position through a neutral position perpendicular to the upshift and downshift directions. And an actuator for engaging and disengaging the clutch and a control device for the actuator. The shift lever is shifted from a hold position to a shift-up, shift-down, or reverse position to perform a shift-up, shift-down, or reverse shift operation, respectively. In an automatic transmission for a transmission, the control device detects that the shift lever is at a hold position, and when the engine speed exceeds a predetermined speed and the speed is detected after a certain period of time at the speed. Signal that shifts up one step An automatic transmission for a transmission, characterized in that the automatic transmission has a control function of not outputting a downshift signal when the shift lever is in the hold position.