JPH0117715Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic transmission system for a vehicle having gears without a synchronizing mechanism.

Recently, in order to achieve both fuel efficiency and easy driving, systems have emerged that add various sensors and actuators to mechanical clutches and conventional manually operated transmissions, allowing automatic shift operations to be performed. . The present applicant has previously applied for a technology aimed at saving fuel or increasing output through an automatic transmission using a mechanical clutch (Utility Application No. 163,228/1982).

However, in the above system, the transmission has a synchronizing mechanism, for example, 3rd gear.
The time it takes to set the gear to gear is considerably shortened, and there are no problems such as gear noise, but reverse and first gear (or even second gear) are often not equipped with a synchronizing mechanism; for example, if the vehicle When the engine is stopped, gear noise is inevitable if you try to shorten the time to set these gears from the neutral state with the clutch engaged, and to avoid gear noise, it is necessary to adjust the countershaft There was an unavoidable problem that it took a certain amount of time for the rotation speed to decrease to a very slow speed.

Other conventional techniques include, for example,
A technique described in Publication No. 24606 is known.
This technology adds an auxiliary power source and a brake to synchronize the transmission gear rotation speed, and has a structure that accelerates or decelerates the gear rotation to match the gear rotation speed to the output shaft rotation speed. There is. However, with such a complicated configuration, the problem is that it is not possible to implement it in general commercial vehicles (large trucks, etc.) due to the limited installation space, not only in the case of ultra-large vehicles that use large transmissions. It was hot.

The present invention was devised in view of the problems of the prior art described above, and can be implemented in general commercial vehicles as well. It reduces the operation time required to set a gear without a synchronizing mechanism, and eliminates gear noise. To provide an automatic transmission device for a vehicle that reduces shock during setting.

According to the present invention, a control device is provided which engages with a synchronizing mechanism of a gear having a synchronizing mechanism to lower the rotation of the countershaft and then sets a gear which does not have a synchronizing mechanism. A vehicle speed detection means for detecting a stopped state and a selector position detection means for detecting a selector position are provided, and the control device determines a switching signal from a neutral state to a gear position not having a synchronizing mechanism when the vehicle speed is zero. After determining the signals detected by each detection means and transmitting a clutch disengagement command to the clutch and transmitting a command to set a gear having a synchronizing mechanism to the transmission, the selector position detection means is transmitted to the transmission. It has a function of transmitting a set command for the detected gear position that does not have a synchronizing mechanism.

According to the automatic transmission system for a vehicle of the present invention having such a configuration, the rotation of the countershaft is braked by the gear position having the synchronizing mechanism, and then the gear position not having the synchronizing mechanism is set. In addition to shortening the time it takes to set the gear, it also reduces gear noise and shock when setting.

In addition, if the transmission is equipped with the well-known synchronizer friction clutch, there is no need to provide an auxiliary power source or brake, so the space required for installation is relatively small and it can be implemented in a normal commercial vehicle. can.

The structure of the present invention will be explained based on the block diagrams shown in FIGS. 1 and 2. A control device 1 is provided which engages a gear shift having a synchronizing mechanism to reduce the rotation of the countershaft and then sets a gear gear not having a synchronizing mechanism. means, i.e., vehicle speed sensor 27; select position detection means, i.e., shift selector 24, which detects the position of the selector; accelerator opening detection means, i.e., accelerator sensor 14, which detects the accelerator opening state; and engine 11 and transmission 12. In addition to providing various sensors 5, 13, and 26, the control device 1 determines the stopped state of the vehicle from the vehicle speed zero signal detected by the vehicle speed sensor 27 and the neutral signal detected by the shift selector 24, and then switches the shift selector. Based on the signal detected by 24 indicating that the gear has been switched to a gear without a synchronizing mechanism, a clutch disengagement command is sent to the actuator 10 of the clutch 9, and a command is sent to the actuator 28 of the transmission 12 to set the gear to a gear with a synchronizing mechanism. The rotational speed of the countershaft is determined based on the countershaft rotation detection signal from the rotation sensor 26 of the transmission 12, and the actuator 28 of the transmission 12 selects the gear shift without a synchronizing mechanism detected by the shift selector 24. By transmitting a set command to a gear, the rotation of the countershaft is braked by a gear having a synchronizing mechanism, and the gear is set to a gear not having a synchronizing mechanism.

Next, an embodiment of the present invention will be described in detail with reference to FIG.

In FIG. 3, a mechanical clutch 9 and a transmission 12 are connected to an engine 11, and these power transmission mechanisms are engaged with a synchronizing mechanism of a gear having a synchronizing mechanism to reduce the rotation of the countershaft. Thereafter, a control device 1A is provided which sets a gear stage without a synchronizing mechanism.

The control device comprehensively indicated by the reference numeral 1 in FIG. A clutch actuator 10, a transmission shift actuator 28, etc. are connected.

The control device 1 uses a microcomputer to
It consists of an electronic governor control circuit 2 and a clutch/mission control circuit 3 communicating with this circuit 2. The electronic governor control circuit 2 has the aforementioned accelerator sensor 14, water temperature sensor 5,
In addition to the engine rotation sensor 13, there is an idle rotation setting volume 4 that inputs idle rotation commands, an air conditioner switch 6, a clutch pedal sensor 15 that inputs clutch signals, and a key switch 1 that inputs key signals, such as starter on and key off signals.
6. Auto cruise switch 17 is connected. In addition to the electronic governor 8, an auto cruise main lamp 18, an auto cruise set lamp 19, a failure lamp 20, and an abnormality lamp 21 are connected to the output side. In addition to the aforementioned vehicle speed sensor 27, rotation sensor 26, and shift selector 24, the input side of the clutch and transmission control circuit 3 includes a clutch pedal sensor 15, a key switch 16, a kick-down switch 22 that detects a kick-down switch signal, and a brake. A brake pedal sensor 23 that detects the pedal opening position, a clutch position sensor 25 that detects the clutch position, a transmission shift actuator 28 that detects the shift position of the transmission, and a handbrake switch 29 that detects the handbrake. , a shift up/down switch 30 for detecting a shift up/down signal, a hold switch 31 for keeping the shift position as it is, and a condition pass switch 32 for starting and stopping the engine in an emergency. On the output side, in addition to the aforementioned clutch actuator 10 and transmission shift actuator 28, there is also a transmission error lamp 3.
3. A clutch error lamp 34, an exhaust brake on relay 35, an exhaust brake off relay 36, and an engine start relay 37 are connected. The electronic governor control circuit 2 and the clutch/mission control circuit 3 are connected, and the clutch/mission control circuit 3 sends a maximum speed cut command, a full load q cut command, and a governor control command to the electronic governor control circuit 2. An idle rotation set value signal, an accelerator opening signal, and a rack position signal are output from the electronic governor control circuit 2 to the clutch/mission control circuit 3, and auto-cruise related signals are exchanged between these circuits. It is becoming more and more common.

The shift up/down switch 30 is a switch for giving an instruction to shift up or down by one gear (or two gears) from the currently set gear while the selector is in the D range, depending on the driver's intention. Manual upshifts and downshifts are possible. While the selector is in the D range, the shift gear is automatically selected depending on the vehicle speed and accelerator opening, but there are times when it is necessary to maintain the current shift gear, and the hold switch 31 is used for this purpose. This prevents the current gear from being shifted up or down. When starting the engine, the system detects the handbrake, transmission shift position, and clutch status, and allows the engine to start after confirming that safety is ensured. However, in an emergency or the like, even if these conditions are not met, it may be necessary to pass these conditions and start the engine in order to avoid a greater danger. Conditional path switch 3
2 indicates that the condition should be passed for that purpose.

The shift selector 24 is configured so that a select position signal corresponding to a selected select position can be detected by a built-in switch.

The vehicle speed sensor 27 is connected to the transmission 1
The transmission 12 is arranged at the output end of the transmission 12.
The structure is such that a detection signal corresponding to the output rotational speed of the vehicle, that is, the vehicle speed, can be detected.

With this configuration, the operation shown in the flowchart of FIG. 4 is performed. That is, when the vehicle is stopped (that is, vehicle speed = O), the shift selector is in neutral, and the clutch is engaged, and the shift selector 24 is selected to a gear position that does not have a synchronization mechanism, the control device 1 detects the detection of the vehicle speed sensor 27. vehicle speed zero signal and shift selector 24
After determining the stopped state of the vehicle based on the neutral signal detected by the shift selector 24, a clutch disengagement command is sent to the actuator 10 of the clutch 9 based on the signal detected by the shift selector 24 to switch to a gear position that does not have a synchronizing mechanism. ₁ ). Next, a command is sent to the transmission shift actuator 28 of the transmission 12 to set a gear position having a synchronizing mechanism, for example, 3rd speed (step S ₂ ). Next, based on the countershaft rotation detection signal from the rotation sensor 26 of the transmission 12, it is determined whether the rotation speed of the countershaft is equal to or smaller than A, that is, a rotation speed close to zero, for example, 60 RPM (step S ₃ ). .
If it is determined that the number of revolutions of the countershaft is equal to A, the control device 1 controls the transmission 12.
transmission shift actuator 28
After that, a command is issued to set the gear to neutral (step _S4 ), and then a command is issued to set the gear position detected by the shift selector 24 that does not have a synchronizing mechanism (step _S5 ). If it is determined in step _S3 that the number of rotations of the countershaft is greater than A, the process returns to step _S2 and, for example, the third gear is set. Finally, the shift position signal detected by the transmission shift actuator 28 is determined, and it is determined whether the shift set to the gear position not having a selection mechanism detected by the shift selector 24 has been completed (step
_S6 ). If it is determined that the shift set has not been completed, a clutch connection command is sent to the actuator 10 of the clutch 9 (step _S7 ), the rotation of the counter shaft is temporarily increased, and the process is returned to step _S3 and compared with A. Let it happen. In this way, the rotational speed of the countershaft is sufficiently lowered before setting to a gear position that does not have a synchronizing mechanism, so that setting is carried out smoothly. Although we have explained that the vehicle speed = zero as the activation condition for the above flow, the same applies when the vehicle speed is V' (not zero) and is traveling at a slow speed, and the rotation of the countershaft corresponds to V'. What is necessary is to determine whether or not A′ has been reached.

As explained above, after applying a brake to the rotation of the countershaft using a gear position having a synchronizing mechanism, the gear position not having a synchronizing mechanism is set, thereby reducing the time required for setting. At the same time, gear noise and shock during setting can be reduced.

[Brief explanation of the drawing]

1 and 2 are block diagrams showing one embodiment of the present invention, FIG. 3 is a system diagram showing one embodiment of the present invention, and FIG. 4 is a flowchart of this embodiment. DESCRIPTION OF SYMBOLS 1... Control device, 9... Clutch, 10... Clutch actuator, 12... Transmission, 24... Shift selector, 27... Vehicle speed sensor, 28... Transmission shift actuator.

Claims (1)

[Scope of utility model registration request] A control device is provided that engages the synchronizing mechanism of a gear having a synchronizing mechanism to reduce the rotation of the countershaft and then setting a gear not having a synchronizing mechanism, and the control device has a vehicle speed control device that detects a stopped state of the vehicle. In addition to providing a detection means and a selector position detection means for detecting the position of the selector, the control device determines a switching signal from a neutral state to a gear position without a synchronizing mechanism when the vehicle speed is zero, and each detection means After determining the signal detected by the selector position detecting means and transmitting a clutch disengagement command to the clutch and transmitting a command to set a gear having a synchronizing mechanism to the transmission, the synchronizing mechanism detected by the selector position detecting means is transmitted to the transmission. 1. An automatic transmission device for a vehicle, characterized in that it has a function of transmitting a command to set a gear position that does not have a gear position.