JP4284824B2 - Vehicle transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a transmission device for a vehicle having an automatic transmission function according to a gear position selection map.
[0002]
[Prior art]
In the case of a large truck that connects the trailer to the tractor head, the total weight load differs greatly depending on whether the trailer is fully loaded, the trailer is empty, or the tractor head alone. In order to perform comfortable driving while maintaining a good engine state even during driving, the number of shift stages is considerably larger than that of a truck with a normal loading platform. For example, a two-speed shift range with a relatively small gear ratio and a two-speed shift range with a relatively large speed ratio are inserted in the front and rear stages of a main transmission capable of four-speed shift. Depending on the combination of the machine and the range, there is a configuration that can make a total 16-speed shift. By adopting the multi-stage shift in this way, it is possible to select a gear stage that can obtain a good engine state over a wide speed range and to perform acceleration / deceleration without difficulty.
[0003]
The gear stage is switched by an actuator via a controller, and the shift change operation can be performed by an automatic shift operation by a controller control or a manual operation. The change lever is configured so that it can be tilted forward and backward instantaneously from the D position (= H position), which is a stable position. In manual operation, the shift lever shifts when tilted forward from the H position. When the up operation is performed and the vehicle is tilted backward, the controller recognizes the shift down operation as a request from the driver. Then, the controller switches the current gear to a higher (or lower) gear. By repeating this upshifting operation (or downshifting operation), it is possible to shift gears to higher (or lower) gears than the current gears. When the change lever is held at the H position, the currently selected gear stage is held. In the case of automatic shift operation, the controller does not operate the change lever and remains in the D position, and the controller selects the optimum gear stage in consideration of the engine state and the vehicle speed, and executes gear stage switching. Even in the case of an automatic shift operation, if the driver tilts the change lever forward or backward from the D position, the controller accepts upshift / downshift from the currently selected gear stage.
[0004]
Although it has a 16-speed transmission function, it is not always widely used from the first speed stage 1st to the maximum speed stage 16th, and can be appropriately selected according to the aforementioned weight load and driving conditions. For example, when starting with trailer connection, if the load is very heavy, a very low speed stage such as 1st or 2nd is selected. If the load is not so heavy, a slightly higher 4th to 6th quasi-low speed stage is selected. It is common. Not only can you start comfortably by accelerating and sufficiently accelerating even at a quasi-low speed stage, but the frequency of clutch connection and disconnection will be reduced compared to the case of starting up at an extremely low speed stage and then shifting up sequentially. The wear can be reduced and the life can be extended. When the trailer is not connected, it is possible to start comfortably by selecting a higher intermediate speed such as 9th. Extremely low speed stages such as 1st, 2nd, etc., when it is necessary to start reliably on a slope, etc., when the engine torque is insufficient due to high altitudes with low atmospheric pressure, etc. Used according to driving conditions.
[0005]
In this type of vehicle, the engine is also controlled by the controller, and the operation amount of the accelerator pedal is read into the controller as a signal requesting the throttle opening or the fuel injection amount, and the controller adjusts the fuel supply amount by the actuator. It has become.
[0006]
[Problems to be solved by the invention]
As described above, in the automatic speed change operation, the controller selects and executes the optimum gear stage in consideration of the engine state and the vehicle speed. At that time, the controller has a map showing how many steps the vehicle speed is optimal from km / h to how many km / h, and the vehicle speed is out of the range of the gear stage and is in the range of another gear stage. Once in, reselect gear. In other words, the map shows the vehicle speed at which the gear stage should be switched. Since the vehicle speed at which the gear stage should be switched is different between the downshift case and the upshift case, the controller has a downshift map and a upshift map.When the accelerator opening is constant, the vehicle speed decreases. When the vehicle speed is increasing, the shift-down map is referred to. The controller always holds the map selection gear stage selected from the map, and executes the gear stage switching using this map selection gear stage as the target gear stage for the gear stage switching. The map also uses the accelerator opening as an index, but at a low opening, the gear range is substantially determined by the vehicle speed.
[0007]
By the way, when the vehicle is going to turn at an intersection or when it is going downhill using an engine brake, inadvertently switching the gear stage is not preferable in terms of safe driving because the vehicle behavior becomes unstable. However, when the change lever is in the D position during automatic gear shifting, the gear selection is left to the controller, so the controller selects maps one after another using the downshift map as the vehicle speed drops when approaching an intersection. Update the gear stage and execute gear stage switching. Further, when the vehicle speed starts to increase during the downhill, the map selection gear stage is updated one after another by the shift-up map, and the gear stage switching is executed. As described above, in the conventional transmission, in the automatic shift operation, inadvertent gear change may be performed under a situation where the gear change is not recommended.
[0008]
Japanese Patent Laid-Open No. 59-100023 discloses a signal from a gear position determination circuit as a transmission actuator drive circuit only when the accelerator pedal is depressed and the brake pedal is not depressed or when the clutch is disengaged. The technology to pass through is shown. However, although inadvertent gear change is not preferable, it is desirable that the gear change when the driver determines that it is necessary at an intersection or downhill. In the above technique, the operation information of the change lever is not used, and the intention of switching the gear stage is not transmitted to the controller unless the driver steps on the clutch pedal. Further, when the foot brake is used when starting on a slope, the brake pedal is depressed, so that the signal from the gear position determination circuit is not transmitted to the transmission actuator drive circuit even if the accelerator pedal is depressed.
[0009]
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle transmission that solves the above-described problems and that does not perform inadvertent gear switching under circumstances in which gear switching is not recommended even if a different gear is selected on the map. There is to do.
[0010]
[Means for Solving the Problems]
In order to achieve the above object, the present invention comprises a change lever operable at least in a D position for automatic shift control and an up and down position for requesting a shift change, and when the change lever is in the D position, the controller In a transmission of a vehicle that selects a gear stage from a map that is referenced by the vehicle speed and the accelerator opening, sets a target gear stage, and switches the gear stage to the target gear stage, the controller With a shift down map and a shift up map, when the accelerator opening is constant, refer to the shift down map when the vehicle speed is decelerating, and refer to the shift up map when the vehicle speed is increasing, The controller always maintains the map selection gear selected from the map, and this Run the switch gear the-up selection gear as the target gear stage switching gear, wherein the controller is operating position of the shift lever in the automatic shift mode is kept in the D position, and the amount of depression of the accelerator pedal When the accelerator opening read from the map does not reach a preset value, the controller does not switch the gear to the gear selected from the map , and the controller operates the change lever in the automatic shift mode when the operation position of the change lever is D. When the vehicle is in a position other than the position, the gear position is switched even if the accelerator opening does not satisfy the set value .
[0012]
An automatic shift / manual shift mode changeover switch is provided in the vehicle interior, and when the switch is in the manual shift mode, the controller may change the gear position only in response to a shift change request by the change lever.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.
[0014]
A transmission according to the present invention includes an automatic transmission / manual transmission mode changeover switch, a change lever that can be operated in a D position that requests automatic transmission, and an up and down position that requires a shift change. When the change lever is in the D position, the controller selects the gear stage from the map referenced by the vehicle speed and accelerator opening, sets the target gear stage, and switches the gear stage to this target gear stage. In addition, the shift prohibiting function shown in FIG. 1 is further provided. A vehicle model suitable for applying the present invention is, for example, a diesel engine vehicle in which a trailer is connected to a tractor head and multi-speed shifting is adopted. In addition, this vehicle is provided with an auto clutch mechanism that uses an actuator to connect and disconnect the clutch, and a manual connection and disconnection system using a clutch pedal is inserted into the auto clutch mechanism. The main part will be described below.
[0015]
As shown in FIG. 2, the engine drive system including the transmission includes a multi-stage transmission mechanism 201 coupled to the engine via a clutch 304 (shown in FIG. 3), and a pneumatic cylinder that constitutes an actuator of the multi-stage transmission mechanism 201. System 202, engine rotation sensor 203 for detecting the engine rotation speed, output rotation sensor 204 for detecting the rotation speed of the output shaft of the multi-stage transmission mechanism 201 as vehicle speed information, a controller for executing control logic related to the shift (multi-stage T / M Control unit) 205, an accelerator sensor 206 for detecting the accelerator opening from the amount of depression of the accelerator pedal, a change lever 207 for transmitting the shift operation of the driver to the controller, an A / M switch for designating automatic / manual of the shift change operation, Force gears in special cases such as emergency situations Emergency shift switch 208 to be set manually, clutch pedal 209 that enables manual connection / disconnection, brake sensor 210 that detects depression of the brake pedal, and gear in the accumulator console that displays the currently selected gear stage in numbers A display unit 211 and the like are provided. A controller (ECU; engine control unit) 212 executes control logic related to the engine such as ignition. The change lever 207 has a stable position of reverse (R), neutral (N), drive (D) or hold (H), and an instantaneous position of upshift operation request (UP) or downshift operation (DOWN). In addition, an A / M selector switch is arranged at the top of the lever.
[0016]
Details of the multi-stage transmission mechanism and the pneumatic cylinder system are shown in FIG.
[0017]
In the multi-speed transmission mechanism, a two-speed transmission splitter 302 having a relatively small speed ratio is inserted in front of the main transmission 301 capable of four-speed transmission, and a two-speed transmission having a relatively large speed ratio is inserted in the rear stage of the main transmission 301. The range 303 is inserted. The splitter 302 has three positions of high speed (H), low speed (L), and neutral, and transmits the rotation of the input shaft 305 taken out by the driven plate in the clutch 304 to the counter shaft 306 at a gear ratio of H or L. Can be blocked or blocked.
[0018]
The main transmission 301 has 6 positions of 1st, 2nd, 3rd, 4th and Rev main gears and neutral, and when the splitter 302 is on the L side, the 4th gear dog gear 314 connected to the input shaft 305 is When the splitter 302 is on the H side, an appropriate sleeve 315 is slid by the operation of the pneumatic cylinder system 202 with respect to the plurality of dog gears 314 integrated with the main gear 318 that is always meshed with the plurality of counter gears 317 integrated with the counter shaft 306. As a result, the rotation of any of the dog gears 314 can be shifted to the forward four speeds or reversed to be taken into the main shaft 307 or blocked.
[0019]
The range 303 is obtained by fixing the sun gear 308 located at the center of the planetary gear mechanism to the main shaft 307 and fixing the carrier 310 that coaxially holds the planetary gear 309 located outside the sun gear 308 to the output shaft 311. The rotation of the main shaft 307 can be transmitted to the output shaft 311 at a gear ratio of L or H by switching the coupling of the ring gear 316 located outside the 309 to the spline 319 on the housing side or the spline 320 on the output shaft 311 side. it can.
[0020]
312 is a countershaft brake, and 313 is a countershaft rotation sensor. These are used to synchronize the rotation of the dog gear 314 on the main shaft 307 and the rotation of the sleeve 315. That is, in the electronic sync control without the mechanical sync mechanism, the rotation speed of the dog gear 314 calculated from the output of the countershaft rotation sensor 313 with respect to the rotation speed of the sleeve 315 calculated from the output of the output rotation sensor 204 is When the engine speed is high, the countershaft brake 312 is turned on to reduce the rotation speed of the dog gear 314, and the sleeve 315 can be engaged at the moment when the rotation speeds of the counter gears 314 substantially coincide with each other. When the rotation speed of the dog gear 314 is lower than the rotation speed of the sleeve 315, the engine rotation is transmitted to the counter shaft 306 by temporarily engaging the clutch 304 (this is called a double clutch), and at the same time, engine control Thus, the rotational speed of the dog gear 314 can be increased, and the sleeve 315 can be engaged at the moment when the rotational speed of the dog gear 314 and the sleeve 315 substantially coincides with each other.
[0021]
The pneumatic cylinder system includes a splitter cylinder 334 whose stroke is controlled by three electromagnetic valves 331, 332 and 333, a selection cylinder 338 whose stroke is controlled by three electromagnetic valves 335, 336 and 337, and two electromagnetic valves. A sleeve shift cylinder 341 whose stroke is controlled by 339 and 340, a range cylinder 344 whose stroke is controlled by two electromagnetic valves 342 and 343, and a countershaft brake 312 which is on / off controlled by one electromagnetic valve 345. These electromagnetic valves are operated in combination to switch each part of the multi-stage transmission mechanism. Reference numeral 346 denotes an air source.
[0022]
The splitter cylinder 334 has an electromagnetic valve 331 (hereinafter referred to as MVH) connected to the cylinder base, an electromagnetic valve 332 (MVF) connected to the cylinder body, and an electromagnetic valve 333 (MVG) connected to the top of the cylinder. Accommodates a head with rods on both sides and a single head without a rod at the base of the cylinder.
[0023]
When only the MVF is operated, the head moves in the direction toward the top of the cylinder (the right side in the figure), so that the splitter sleeve in the splitter 302 connected to the rod moves to the L position. When only MVG is operated, the head moves in the cylinder base direction (left side in the figure), so that the splitter sleeve moves to the H position. When MVG and MVH are operated, the single head moves in the direction of the cylinder body, so that the head is restricted by the rod in the direction of the cylinder base and stops at the intermediate position, and the splitter sleeve stops at the neutral position. Become.
[0024]
The selection cylinder 338 has an electromagnetic valve 335 (MVE) connected to the cylinder base, an electromagnetic valve 336 (MVD) connected to the cylinder body, and an electromagnetic valve 337 (MVC) connected to the top of the cylinder. A head having a rod is accommodated, and a single head having no rod is accommodated in the cylinder base.
[0025]
When only the MVD is operated, the head moves in the direction toward the top of the cylinder (the lower side in the figure), so that the selector 391 connected to the rod moves to the shifter 392 in the N3 position. In the N3 position, the main transmission 301 can be geared to 3rd or 4th. When only the MVC is operated, the head moves toward the cylinder base, so that the selector 391 moves to the shifter 393 at the N1 position. In the N1 position, the main transmission 301 can be geared to Rev. When MVC and MVE are operated, the single head moves toward the cylinder body, so that the head is restricted by the rod from moving toward the cylinder base and stops at the intermediate position, and the selector 391 is connected to the N2 position shifter 394. Stop in position. In the N2 position, the main transmission 301 can be geared to 1st or 2nd.
[0026]
The cylinder 341 for sleeve shift is configured such that an electromagnetic valve 339 (MVB) is connected to the top of the cylinder, an electromagnetic valve 340 (MVA) is connected to the base of the cylinder, and a head having a rod is housed in the cylinder body.
[0027]
When only MVA is operated, the head moves toward the top of the cylinder, so that the selector 391 connected to the rod moves to the Rev, 2nd, 4th side of the shifter group consisting of the shifters 392, 393, 394. When only MVB is operated, the head moves toward the cylinder base, so that the selector 391 connected to the rod moves to the 1st, 3rd side of the shifter group. When MVA and MVB are operated, the head is in a neutral state and the selector 391 is in a neutral state.
[0028]
Since each shifter 392, 393, 394 is connected to the sleeve 315 at the corresponding stage of the main transmission 301, the selector 391 is moved to one of the positions N1, N2, N3 by the selection cylinder 338, and is used for sleeve shift. When the selector 391 is moved by the cylinder 341, the desired sleeve 315 is engaged with the desired dog gear 314, and the main transmission 301 can be shifted to the fourth forward speed and the reverse speed. Further, the main transmission 301 can be made neutral by setting the selector 391 to the neutral state.
[0029]
The range cylinder 344 has an electromagnetic valve 342 (MVI) connected to the top of the cylinder, an electromagnetic valve 343 (MVJ) connected to the base of the cylinder, and a head having a rod in the cylinder body.
[0030]
When only the MVI is operated, the head moves toward the cylinder base, so that the range sleeve in the range 303 connected to the rod moves to the H position. When only the MVJ is operated, the head moves toward the top of the cylinder, so that the range sleeve moves to the L position.
[0031]
The multi-stage transmission mechanism 301 can be switched between 16 forward speeds and 2 reverse speeds by combining the electromagnetic valves of the pneumatic cylinder system described above and turned on and off, and the two neutral states of the splitter neutral and the main transmission neutral can be achieved. Can be obtained.
[0032]
Next, an actuator system for moving the clutch is shown in FIG.
[0033]
This actuator system includes a clutch booster 501 that constitutes a connection / disconnection actuator, a proportional valve 502 that applies a stroke amount by pneumatic pressure to the clutch booster 501, an on / off valve 503 that shuts off air supply upstream of the proportional valve 502, and a clutch. An emergency valve 504 that is forcibly completed, a clutch pedal 209 that hydraulically drives the relay piston 505 of the clutch booster 501, and the like. 511 is an air source, and 512 is a double check valve. The clutch booster 501 strokes the member 506 in proportion to the amount of supplied air, and this member 506 is connected to the pressure plate of the clutch 304.
[0034]
The control unit 205 enables the air supply to the proportional valve 502 by turning on the on / off valve 503 when the main power is turned on by a key switch of the vehicle. When the main power supply is turned off, the on / off valve 503 is turned off to prevent a pressure drop of the air source 511 due to air leakage from the proportional valve 502. When the clutch is connected / disconnected, a control current is supplied from the control unit 205 to the proportional valve 502. Since the proportional valve 502 supplies an air amount proportional to the current to the clutch booster 501, an arbitrary clutch position from the complete clutch engagement to the complete clutch can be controlled by the current. Therefore, delicate control such as half-clutch can also be performed by clutch position control by the control unit 205. The emergency valve 504 can quickly disconnect the clutch 304, and is used to prevent the vehicle from popping out when the vehicle is abnormal. The emergency valve 504 can be turned on / off from the control unit 205 or manually operated by an emergency switch (not shown). When the clutch pedal 209 is depressed, the member 506 is stroked by hydraulic pressure, and at the same time, the relay piston 505 is driven to supply air to the clutch booster 501, thereby supporting the stroke of the member 506.
[0035]
Next, examples of shift maps used by the control unit 205 are shown in FIGS.
[0036]
The shift-up map has the output shaft rotation speed detected by the output rotation sensor 204 on the horizontal axis and the accelerator opening detected by the accelerator sensor 206 on the vertical axis. The output shaft speed represents the vehicle speed. The accelerator opening and the output shaft rotational speed are always detected, and the current accelerator opening and the output shaft rotational speed are present at one point on the map (for example, point A). The boundary of the upshift is shown by several broken lines. For example, when the current gear stage is 10th, the point A moves to the right when the output shaft speed increases. When the point A exceeds the 11th boundary to the right, the map selection gear stage becomes 11th.
[0037]
Similarly, the shift-down map has the output shaft rotation speed on the horizontal axis and the accelerator opening on the vertical axis, and shows a shift-down boundary different from the shift-up boundary. For example, when the current gear stage is 10th, the point B moves to the left when the output shaft speed decreases. When the point B exceeds the 9th boundary to the left, the map selection gear stage is 9th.
[0038]
The operation of the multi-stage transmission mechanism will be described.
[0039]
In the case of an automatic speed change operation, the shift-up map in FIG. 5 or the shift-down in FIG. 6 is always performed based on the accelerator opening detected by the accelerator sensor 206 by the controller 205 and the vehicle speed (output shaft rotation speed detected by the output rotation sensor 204). The map is referred to, and the optimum gear stage for the current accelerator opening and vehicle speed is held as the map selection gear stage. This map selection gear stage is set as the target gear stage for gear stage switching. When a target gear stage that is different from the current gear stage is set, the clutch is released by the auto clutch mechanism, and the position of the splitter, main transmission, and range is controlled by the pneumatic cylinder system to switch to the target gear stage. And the clutch is connected by the auto clutch mechanism. In the case of manual operation, the controller recognizes the driver's shift-up operation or shift-down operation, and a target gear stage that is faster or slower than the current gear stage is set and switched.
[0040]
Next, the shift prohibiting function of FIG. 1 will be described in detail.
[0041]
This shift prohibiting function is periodically called and processed within the controller for several tens of milliseconds. First, the controller 205 determines whether the automatic transmission mode is designated or the manual transmission mode is designated by the A / M changeover switch provided at the top of the change lever 207 (S1). In S1, in the case of the manual shift mode, the gear position switching is left to the driver's intention, so the process of the shift prohibiting function is terminated.
[0042]
If the automatic transmission mode is designated in S1, the process proceeds to S2. In S2, the controller 205 determines whether or not the change lever 207 is held at the D position. If the change lever 207 is in a position other than the D position, such as UP or DOWN, it is determined that there is a shift change request from the driver, and thus the process of the shift inhibition function is terminated. Therefore, gear stage switching is executed in response to a shift change request. In response to the driver's shift change request in the automatic transmission mode, gear position switching is executed even if the accelerator pedal is not depressed.
[0043]
If the change lever 207 is held at the D position in S2, the gear position switching is left to the controller 205, and the process proceeds to S3. In S <b> 3, the controller 205 determines whether the accelerator opening indicated by the accelerator sensor 206 is a predetermined set value, for example, 5% or more. If the accelerator opening is 5% or more, it is determined that there is no inconvenience even if the gear change is executed, and the process of the shift prohibiting function is terminated without prohibiting the shift.
[0044]
In S3, if the accelerator opening is less than 5%, it is determined that the gear change is not recommended, and the process proceeds to S4, where the shift is prohibited and the process of the shift prohibit function is terminated.
[0045]
In the automatic transmission operation of the multi-stage transmission mechanism described above, the map selection gear stage obtained by referring to the shift-up map or the shift-down map according to the accelerator opening and the vehicle speed is set as the target gear stage. If shifting is not prohibited, gear stage switching is executed when a target gear stage different from the current gear stage is set. When the shift is prohibited, the gear stage switching is not executed even if a target gear stage different from the current gear stage is set. Therefore, when the automatic transmission mode is designated, the operation position of the change lever is maintained at the D position, and the accelerator opening is less than the set value, the gear position switching is not executed.
[0046]
Since the speed change device of the present invention has the above-described speed change prohibiting function, the driver can use the automatic speed change operation with peace of mind even when an inadvertent gear change is not desired at an intersection or the like. When the driver recognizes that it is necessary, the gear change can be performed immediately by operating the change lever 207.
[0047]
【The invention's effect】
The present invention exhibits the following excellent effects.
[0048]
(1) Since inadvertent gear stage switching is eliminated, the driver can use automatic operation with peace of mind, making driving more comfortable.
[Brief description of the drawings]
FIG. 1 is a flowchart of a shift prohibiting function showing an embodiment of the present invention.
FIG. 2 is a configuration diagram of an engine drive system equipped with a transmission of the present invention.
FIG. 3 is a configuration diagram of a multi-stage transmission mechanism and a pneumatic cylinder system to which the transmission of the present invention is applied.
FIG. 4 is a configuration diagram of a clutch actuator system to which the transmission of the present invention is applied.
FIG. 5 is a diagram of a shift-up map used by the transmission of the present invention.
FIG. 6 is a shift down map used by the transmission of the present invention.
[Explanation of symbols]
201 Multi-speed transmission mechanism 205 Controller 206 Accelerator sensor 207 Change lever

Claims (2)

A change lever that can be operated at least in a D position for automatic shift control and an up and down position that requires a shift change is provided, and when the change lever is in the D position, the controller is referred to by the vehicle speed and the accelerator opening. In a vehicle transmission device that selects a gear stage from a map, sets a target gear stage, and switches the gear stage to the target gear stage, the controller has a shift down map and a shift up map as the map, In a state where the accelerator opening is constant, when the vehicle speed is decelerating, the shift down map is referred to. When the vehicle speed is increasing, the shift up map is referred to, and the controller is always a map selected from the map. The selected gear stage is held, and this map selected gear stage is used for gear stage switching. Setup Run switch gear as gear, wherein the controller is that the operating position of the shift lever in the automatic shift mode is kept in the D position, and the accelerator opening read from the depression amount of the accelerator pedal is predetermined When the value is less than the value, the gear is not switched to the gear selected from the map , and the controller opens the accelerator when the operation position of the change lever is not a D position in the automatic transmission mode. A gear transmission for a vehicle that performs gear stage switching even if the set value is not satisfied . An automatic shift / manual shift mode changeover switch is provided in the passenger compartment, and when the switch is in the manual shift mode, the controller switches the gear stage only in response to a shift change request by the change lever. The transmission of a vehicle according to claim 1 .

Images