JPH01216225A - Synchronous performance evaluating method for transmission - Google Patents

Abstract

PURPOSE:To evaluate the synchronous performance of a manual transmission quantitatively by finding the friction coefficient between a synchronizing ring and a gear to be synchronized at the end of synchronizing operation. CONSTITUTION:A load placed on a shift lever and the output torque of the manual transmission are measured from the point of time where the chamfer 47b of a spline gear 47a formed on a synchronizing sleeve 47 begins to engage the chamfer 55b of a spline gear 55a formed on a synchronizing ring 55 by operating the shift lever so that one of gear trains provided to the manual transmission is put in a power transmission state through a synchronous meshing mechanism 50 constituted including the synchronizing sleeve 47 and synchronizing ring 55 to the point of time where the gear 52 to be synchronized synchronizes with the rotating speed of the synchronizing sleeve 47 by engaging the synchronizing ring 55 by friction. The data obtained by said measurement is used to calculate the friction coefficient between the synchronizing ring 55 and gear 52 and the synchronous performance of the synchronous meshing mechanism 50 is evaluated according to the calculated friction coefficient.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention is a method for evaluating the synchronization performance of a transmission, which quantitatively evaluates the synchronization performance of a synchronizing mesh mechanism provided in a manual transmission installed in an automobile, etc. Regarding the method.

(Prior art) Manual transmissions installed in automobiles, etc. usually have an input shaft,
It has a counter shaft rotated by the input shaft, an output shaft arranged parallel to the counter shaft, and a plurality of gear trains that transmit the rotation of the input shaft to the output shaft via the counter shaft,
When the shift lever is shifted, one of the gears that are rotatably arranged on the output shaft of the plurality of gear trains is coupled to the output shaft via the synchronized mesh mechanism, and the gear is rotated. A gear stage is obtained according to the gear ratio of the included gear train, and the input shaft is coupled to the output shaft via a synchronized mesh mechanism, whereby one gear stage is obtained.

The synchronized mesh mechanism installed in a manual transmission is basically
A clutch hub is fitted and fixed to the output shaft and has spline teeth formed on the outer periphery, a synchronizing sleeve has spline teeth formed on the inner periphery that meshes with the clutch hub, and spline teeth are formed on the outer periphery. A gear that is rotatably placed on the shaft or fixed to the input shaft (synchronized gear)
When the shift lever is operated, the synchronizing sleeve moves along the output shaft, and the spline teeth formed on the synchronizing sleeve engage the splines formed on the clutch hub. The synchronized gear is configured to mesh across both the teeth and the spline teeth formed on the clutch gear, and the rotation of the synchronized gear is transmitted to the output shaft via the clutch gear, the synchronizing sleeve, and the clutch hub. ing.

In order to smoothly mesh the spline teeth of the synchronizing sleeve and the spline teeth of the crunch gear, the synchronizing meshing mechanism having such a configuration has the following functions: the rotation of the output shaft, which rotates integrally with the synchronizing sleeve, and the rotation of the output shaft or the input shaft. It is necessary to synchronize the rotation of the synchronized gear arranged, and between the synchronizing sleeve and the clutch gear, there is a synchronizing ring having spline teeth formed on the outer periphery to mesh with the spline teeth of the synchronizing sleeve. are arranged at the ends of spline teeth formed on each of the synchronization sleeve, synchronization ring and clutch gear,
A chamfer is formed to separate them into a positional relationship that allows them to mesh.

In a synchronizing mesh mechanism having such a synchronizing ring, when the shift lever is operated, the synchronizing sleeve is moved toward the clutch gear, and the synchronizing ring is pressed by the synchronizing key attached to the synchronizing sleeve. The synchronizing ring is moved to the clutch gear side. As a result, the synchronizing ring is brought into a state where it fits into the cone portion provided on the synchronized gear that protrudes toward the synchronizing sleeve, and Pi! is generated between the synchronizing ring and the cone portion. The friction force synchronizes the rotation of the synchronized gear with the rotation of the output shaft, clutch hub, and synchronization sleeve. In this state where the rotation of the synchronizing sleeve and the rotation of the synchronized gear are synchronized, the movement of the spline teeth formed on the synchronizing sleeve is performed, and the spline formed on the synchronizing sleeve The teeth mesh with spline teeth formed on the synchronizing ring. From this state, the synchronizing sleeve is further moved, and the spline teeth formed on the synchronizing sleeve move against the spline teeth formed on the clutch gear, causing the spline teeth formed on the synchronizing sleeve and the clutch to move. It engages with spline teeth formed on the gear.

(Problems to be Solved by the Invention) In a manual transmission equipped with the synchronized mesh mechanism as described above, it is necessary to smoothly engage the synchronized gear and the output shaft when the shift lever is operated. The synchronization mechanism requires good synchronization performance, and if the synchronization performance is not good, the synchronization timing between the synchronized gear and the synchronization sleeve will be inappropriate, resulting in abnormal noise. In addition to this, there is a possibility that various problems such as deterioration of shift feeling may occur. In addition, the load acting on the shift lever and the stroke of the shift lever during shift operations are measured, and the data obtained from these measurements is used to quantitatively evaluate the weight and smoothness of shift operations. If the synchronized meshing mechanism is not properly synchronized, the evaluation of the weight and smoothness of the shift operation will be unreliable. Therefore, it is necessary to evaluate the synchronization performance of the synchronization mesh mechanism in order to detect when the synchronization performance of the synchronization mesh mechanism is considered to be good. Therefore, it cannot be said that it accurately corresponds to the synchronization performance of an actual synchronized mesh mechanism.

In view of the above, the present invention aims to quantify the synchronization performance of a synchronization mesh mechanism during a shift operation of a manual transmission using a value that appropriately corresponds to the actual synchronization performance without relying on the operator's senses. Provided is a method for evaluating the synchronization performance of a transmission, which contributes to improving the reliability of quantitative evaluation results of, for example, shift feeling in a manual transmission. The purpose is to

(Means for Solving the Problems) In order to achieve the above-mentioned object, a method for evaluating synchronization performance of a transmission according to the present invention provides a method for evaluating synchronization performance of a transmission, in which one of a plurality of gear trains provided in a manual transmission is connected to a synchronization sleeve. In order to transmit power through a synchronizing mesh mechanism that includes a synchronizing ring and a synchronizing ring, the shift lever provided in the manual transmission is operated to shift the chamfer of the spline teeth formed on the synchronizing sleeve to the synchronizing ring. The rotational speed of the synchronizing sleeve and the rotational speed of the synchronized gear that is to be frictionally engaged with the synchronizing ring and synchronized with the rotation of the synchronizing sleeve from the time it starts engaging the chamfer of the formed spline teeth.

Measure the load acting on the shift lever and the output torque of the manual transmission during the period up to the point when the The synchronous performance of the synchronous mesh mechanism is evaluated based on the calculated coefficient of friction.

(Function) According to the method for evaluating synchronization performance of a transmission according to the present invention configured as described above, the chamfers of the spline teeth formed on the synchronization sleeve are the chamfers of the spline teeth formed on the synchronization ring. The shift lever during the period from the time when the shift lever starts to engage with the synchronizing sleeve to the time when the rotational speed of the synchronizing sleeve matches the rotational speed of the synchronized gear that is to be synchronized with the rotation of the synchronizing sleeve by frictionally engaging the synchronizing ring.
The load acting on the transmission and the output torque of the manual transmission are measured, and the data obtained from the measurements is used to determine, for example, the coefficient of friction between the synchronization ring and the synchronized gear at the time of completion of the synchronization operation.

In that case, if the synchronization performance in the synchronized meshing mechanism is good, the friction coefficient increases over time from the start of the synchronization operation, and becomes larger than the reference value at the completion of the synchronization operation. If the synchronization performance in the synchronization mechanism is not good, the reference value will not be reached even when the synchronization operation is completed. Therefore, the synchronization performance of the manual transmission is quantitatively evaluated based on the friction coefficient.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 schematically shows a state in which a manual transmission whose synchronous performance is to be evaluated is arranged in a testing device used to implement an example of a method for evaluating the synchronous performance of a transmission according to the present invention.

The test device 10 includes a motor 11 that drives the transmission 1, a clutch 13 disposed on the human power shaft 12 of the transmission 1, and a clutch 13 disposed on the human power shaft 12 of the transmission 1.
A flywheel 15° is connected to the output shaft 14 of the transmission 1 and applies an inertial mass equivalent to the vehicle body on which the transmission 1 is mounted to the output shaft 14 of the transmission 1.A shift lever 2 for changing the gear stage of the transmission 1 A motor rotation speed sensor 21 that controls the actuator 17 to be operated according to a predetermined mode, detects the rotation speed of the motor 11, and sends out a detection signal Sm corresponding to the detected rotation speed. Input shaft 1 of transmission 1
2 and detects the detection signal Si according to the rotation speed.
An input shaft rotation speed sensor 22 that detects the rotation speed of the output shaft 14 and outputs a detection signal So corresponding to the rotation speed of the output shaft 14. A load sensor 26 and a stroke sensor 27 that detect the load acting on the shift lever 2 and its stroke, respectively, and send out detection signals Sw and Ss according to the load and stroke. Detects the output torque of the transmission 1 and generates a detection signal S according to the output torque
Torque sensors 28 that send out t are arranged in a predetermined manner.

Motor rotation speed sensor 21. Detection signals Sm and S obtained from the input shaft rotation speed sensor 22 and the output shaft rotation speed sensor 23
t and So are supplied to F/V (frequency-voltage) conversion circuits 31, 32 and 33, respectively, and then A/D (
The analog/digital) conversion circuits 34, 35 and 38 convert the signals into digital signals Sm' and 38, respectively.
Si' and So', A/D conversion circuit 34.3
5 and 38 to a controller 7 with a built-in CPU (central processing unit) in a data processing unit) 60.
0 and a controller 90 with a built-in CPU in the drive control unit 80. In addition, load sensor 2
6. The detection signals Sw, Ss and St obtained from the stroke sensor 27 and the torque sensor 28 are detected by the A/D
The conversion circuits 36, 37 and 39 digitize the digital signals Sw', Ss' and SLo, respectively.
The output terminals of the ^/D conversion circuits 36, 37 and 39 are supplied to the controller 70 in the data processing unit 60 and the controller 90 in the drive control unit 80.

The controller 70 in the data processing unit 60 and the controller 90 in the drive control unit 80 include
Digital signals Sm'', Si'.

In addition to So', Sw', Ss' and St'', input data signals Dx and Dy are supplied from data input sections 41 and 42, such as keyboards, respectively.Data processing unit 6
0 includes, in addition to the controller 70, a RAM (random access memory) 71 in which calculation programs for data processing in the controller 70 are written and read, and a RAM (random access memory) 71 in which calculation data obtained in the controller 70 is written and read. It has a RAM 72 that is
The output data signal Oa is stored in a calculation output data memory 74. such as a floppy disk device. Printer 75 and display device 7
Supply to 6.

In addition to the controller 90, the drive control unit 80 also includes a ROM (read only memory) 91 from which calculation programs for data processing in the controller 90 are read, and a ROM (read only memory) 91 for writing and writing calculation data obtained in the controller 90. RAM from which reading is performed
92, which supplies a control signal Cr to the lamp 83 to turn it on, and also controls the motor 11. clutch 13
In order to control the operation of the actuator 17, control signals Ca, Cb and Cc are supplied to D/A (digital/analog) conversion circuits 84, 85 and 86, respectively.

The control signals Ca, Cb and Cc are sent to the D/A conversion circuit 84.
The signals are converted into analog signals at 85 and 86 and supplied to drive control sections 87, 88 and 89, respectively.

The drive control section 87 generates a drive signal Ca according to the control signal Ca.
The drive control unit 88 forms a drive signal Cb° corresponding to the control signal cb and supplies it to the clutch 13. Further, the drive control section 89 forms a drive signal Cc' according to the control signal Cc and supplies it to the actuator 17. The motor 11, the clutch 13, and the actuator 17 are controlled in accordance with drive signals Ca', Cb'', and Cc', respectively.

On the other hand, the transmission l is configured to selectively select, for example, four forward speeds and one reverse speed by operating the shift lever 2, and the switching of each speed is shown in FIG. This is performed via a synchronized mesh mechanism 50 provided in the transmission 1 such as the one shown in FIG.

The synchronous mesh mechanism 50 shown in FIG. 2 is fitted onto the output shaft 14 of the transmission 1 and rotates along with the output shaft 14, and includes a clutch hub 46 having spline teeth 46a formed on the outer periphery thereof. and a synchronizing sleeve 47 that has spline teeth 47a that mesh with spline teeth 46a of the clutch hub 46 and is slidable along the output shaft 14, and each of the clutch hub 46 and the synchronizing sleeve 47 A synchronization key 51 is disposed at a plurality of locations in the circumferential direction at the meshing portion of the spline teeth 46a and 47a and is pressed against the synchronization sleeve 47 by ring-shaped springs 49a and 49b, and a counter is rotatably disposed on the output shaft 14. A clutch gear 53 is integrally formed with a synchronized gear 52 that meshes with a gear 48 fixed to a shaft, and has a spline @53a formed on its outer circumference that meshes with a spline tooth 47a of a synchronization sleeve 47, and a synchronized gear 52. A cone portion 54 that is integrally formed and protrudes toward the clutch hub 46 side, and a cone-shaped inner peripheral surface that fits into the cone portion 54 are formed, and spline teeth 47a of the synchronizing sleeve 47 are formed on the outer peripheral portion.
A synchronizing ring 55 is formed with spline teeth 55a that mesh with the synchronizing sleeve 47. Chamfers 47b are formed at both ends of the spline teeth 47a of the synchronizing sleeve 47, and a clutch gear 53
and spline teeth 53 provided on the synchronization ring 55, respectively.
Chamfers 53b and 55b facing the chamfer 47b are provided at the ends of clutch hub 46 side of a and 55a.
are formed respectively.

In the synchronizing mesh mechanism 50 having such a configuration, when the shift lever 2 is operated to shift up the gear stage in the transmission 1, for example, as shown in FIG.
The operations shown in F are sequentially performed to connect the synchronized gear 52 to the output shaft 14. At that time, the load tL acting on the shift lever 2, the stroke of the shift lever 20, the rotation speed N of the m synchronous gear 52, and the output torque R of the output shaft 14 are as shown in FIGS. 4A to 4D, respectively. It is assumed that things change.

At the time t0 shown in FIG. 4A-D, the shift lever is
When the second shift operation is started, the synchronizing sleeve 47 is moved in the direction shown by the arrow y in FIG. 2 (hereinafter referred to as the y direction).

The shift lever 2 causes the synchronizing sleeve 47 to move the clutch gear 53 from the neutral state shown in FIGS. 2 and 3A to the initial stroke value of the shift lever 2 shown in FIG. 4B. When the synchronization key 51 is moved to the side, the synchronization key 51 presses the synchronization ring 55 in the y direction. Thereby, the synchronization ring 55
is moved toward the clutch gear 53 and pressed against the outer peripheral surface of the cone portion 54, and subsequently the chamfer 4 formed on the spline teeth 47a of the synchronizing sleeve 47
7b as shown in FIG. 3B and at time points 1.7b as shown in FIGS. 4A-D. Spline tooth 5 of synchronization ring 55 at
5a, and the synchronized gear 52 and the synchronizing sleeve 47 start to synchronize.

At such time tl, as shown in FIG. 4C,
Rotation degree N of the synchronized gear 520 and rotation speed N of the output shaft 14
o, the conical inner circumferential surface of the synchronizing ring 55 and the outer circumferential surface of the cone portion 54 are in sliding contact, and between these sliding surfaces, the synchronizing sleeve 47 is pressed in the y direction by the shift lever 2. Frictional force is generated according to the force applied. Due to this frictional force, the rotation of the synchronized gear 52 is controlled by the synchronization ring 5.
5 and the cone portion 54, the fourth
As shown in Figure C, the time tg shown in Figure 4 A-D
At this time, the rotation speed N of the synchronized gear 52 and the rotation speed No of the synchronization sleeve 47 become equal. In such a synchronous operation period Ta from the synchronous operation start time t1 at which the synchronized gear 52 and the synchronous sleeve 47 begin to synchronize to the synchronous operation completion time t2 at which the synchronization between the synchronized gear 52 and the synchronous sleeve 47 is completed, , as shown in FIG. 4B, the stroke value of shift lever 2 is extremely small! It is carried out with
, the load acting on the shift lever 2 is caused by the synchronization ring 55
The frictional force generated between the cone portion 54 and the cone portion 54 is relatively large. Further, as shown in the fourth diagram, an output torque R is generated on the output shaft 14 in accordance with the rotational inertia of the synchronized gear 52 and the rotating member rotated by the synchronized gear 52.

When the synchronization between the synchronization sleeve 47 and the synchronized gear 52 is completed in this way, the force in the y direction applied to the synchronization sleeve 47 by the shift lever 2 causes
The movement of the spline teeth 47a of the synchronization sleeve 47 against the spline teeth 55a of the synchronization ring 55 is performed. During operation, this displacement causes the synchronizing sleeve 47 to move as shown in FIG. 3B.
The distance corresponding to the shift lever -20 stroke value shown in FIG. , in the y direction.

Thereby, the synchronization ring 55 rotates relative to the synchronization sleeve 47 by a certain amount. At that time, since the synchronizing ring 55 is supposed to rotate integrally with the synchronized gear 52, there is a gap between the rotational speed N of the synchronized gear 52 and the rotational speed NO of the output shaft 14, as shown in FIG. A rotational speed difference Δvl as shown in FIG.

Then, at time t shown in FIGS. 4A-D, the spline teeth 47a of the synchronization sleeve 47 and the synchronization ring 55
The spline teeth 55-a of the synchronizing ring 55 are brought into a state of engagement as shown in FIG. 3C, and the movement of the synchronizing sleeve 47 against the synchronizing ring 55 is completed. During the operation period Tb, the force applied to the synchronizing sleeve 47 by the shift lever 2 in the y direction causes the synchronizing ring 55 and the synchronized sleeve 47 to Since the gear 52 is rotated by a certain amount relative to the synchronizing sleeve 47, a relatively large load acts on the shift lever 2, as shown in FIG. 4A.

In this way, at time L3, the synchronizing sleeve 47
When the movement of the synchronizing ring 55 by
The spline teeth 55a of the synchronizing ring 55 are engaged with each other, and in this case, the resistance to the movement of the synchronizing sleeve 47 in the y direction is reduced, so that the shift lever 2 is engaged with the spline teeth 55a of the synchronizing ring 55. The applied load L- decreases rapidly and the synchronizing sleeve 47 moves easily in the y direction, and the spline teeth 47a of the synchronizing sleeve 47 mesh with the spline teeth 55a of the synchronizing ring 55. Then, the synchronizing sleeve 47 is moved by a distance corresponding to the stroke value 4 of the shift lever 2 shown in FIG. 4B.
At time t4 shown in FIGS. 4A to 4D, the spline tooth 47a of the synchronizing sleeve 47 is
The chamfer 47b formed on the spline tooth 53a of the clutch gear 53 engages with the chamfer 53b formed on the spline tooth 53a of the clutch gear 53, and the movement of the clutch gear 53 by the synchronizing sleeve 47 is performed.

During operation, the amount of movement of the synchronizing sleeve 47 against the clutch gear 53 is reduced by the synchronizing sleeve 47 and the synchronizing ring 55.
, the clutch gear 53 and the synchronized gear 52 are rotated relative to each other, but this relative rotation is caused by the cone portion 54
Since this is done against the frictional resistance at the contact surface between the synchronizing ring 55 and the synchronizing ring 55, immediately after time t4, a large load starts acting on the shift lever 2 again, as shown in FIG. 4A. When the load exceeds the frictional resistance at the sliding contact surface between the cone portion 54 and the synchronization ring 55, the synchronization ring 55 and the cone portion 54 are caused to rotate relative to each other, thereby causing the synchronization sleeve 47 and the synchronized gear 52 starts relative rotation.

4A-D, when the synchronizing sleeve 47 has moved a distance corresponding to the stroke value of the shift lever 2 shown in FIG. 4B, the spline teeth of the synchronizing sleeve 47 47a and clutch gear 5
The spline teeth 53a of No. 3 are in a state of meshing with each other as shown in FIG. Immediately after such a state is reached, the load acting on the shift lever 2 rapidly decreases as shown in FIG. 4A, and the rotational speed of the output shaft 14 decreases as shown in FIG. 4C. A rotational speed difference Δvz occurs between NO and the rotational speed N of the synchronized gear 52.

Then, the synchronization sleeve 47 from time t4 to time t%
After the operation period Tc has elapsed, the synchronizing sleeve 47 is further moved by operating the shift lever 2.
As shown in FIG. 3F, the spline teeth 47a of the synchronizing sleeve 47 mesh with the spline teeth 53a of the clutch gear 53, and the coupling operation between the output shaft 14 and the clutch gear 53 is completed.

The testing apparatus 10 shown in FIG. , is carried out by implementing the transmission synchronization performance evaluation method according to the present invention. At that time, first, the transmission 1 is carried into the testing apparatus 10. At that time, the transmission 1 is The model name is read, and a data input signal Dx indicating the model name is supplied from the data input section 41 to the controller 70 in the data processing unit 60, and the setup of each part of the test apparatus 10 is performed according to the model name. will be done.

Next, the transmission 1 is set at a predetermined position in the test bag WlO, and the motor rotation speed sensor 21 . Input shaft rotation speed sensor 22. Output shaft rotation speed sensor 23. Load sensor 26. Stroke sensor 27 and torque sensor 28
is assumed to be in a state where it takes the detection position from the state where it takes the retracted position,
Furthermore, an actuator 17 is arranged to operate the shift lever 2. In addition, the rotation shaft of the motor 11 and the transmission 1
The input shaft 12 of the transmission 1 is connected via a clutch 13, and the output shaft 14 of the transmission 1 is connected to a flywheel 15.

In this way, when the preparation is completed, the data input section 42
An input data signal Dy instructing the start of the test is supplied to the controller 90 in the drive control unit 80. The controller 90 sends out a control signal cb according to the input data signal [)y. The control signal cb is supplied to the drive control section 88 through the D/A conversion circuit 85, and the drive control section 88 forms a drive signal Cb' based on the control signal Cb and supplies it to the clutch 13. Thereby, the clutch 13 is brought into the engaged state. In addition, the controller 9
0 sends out a control signal Ca based on the input data signal [)y. The control signal Ca is supplied to the drive control section 87 through the D/A conversion circuit 84, and the drive control section 87 forms a drive signal Ca' based on the control signal Ca and supplies it to the motor 11.

As a result, the motor 11 is rotated, and the input shaft 1 is rotated.
2 will rotate accordingly. Furthermore, the controller 90 determines whether the rotational speed of the motor 11 has reached a predetermined rotational speed based on the digital signal Sm', and when the rotational speed of the motor 11 reaches a predetermined rotational speed, the clutch 13 is in a cut-off state, a control signal cb is sent out, and a control signal Cr is also supplied to a lamp 83 to turn it on, indicating that the test apparatus 10 is in a test operation state.

When the clutch 13 is disengaged by the controller 90, a rotational speed difference begins to occur between the rotational speed of the motor 11 and the rotational speed of the input shaft 120, and when the rotational speed difference exceeds a predetermined value, the controller 90: In order to switch gears of the transmission 1, a control signal Cc is sent to the D/A conversion circuit 86.
supply. The control signal Cc is supplied to the drive control section 89 through the D/^ conversion circuit 86, and the drive control section 89 forms a drive signal Cc' based on the control signal Cc and supplies it to the actuator 17. Thereby, the actuator 17 is activated.

When the actuator 17 is supplied with the drive signal Cc'', the actuator 17 performs a shift operation of the shift lever 2 according to a predetermined manner, and changes the gear position in the transmission l. When the shift operation of the shift lever 2 by the actuator 17 is completed, , the controller 90 sends the control signal Ca again to start operating the motor 11, and when the rotational speed of the motor 11 and the rotational speed of the input shaft 12 match, the controller 90 sends out the control signal cb to close the clutch 13. Make it.

The test device 10 performs such operation control in accordance with a predetermined order even in other gear shifting operations, and
Furthermore, if necessary, the switching for each gear stage is performed multiple times by changing the operating pattern such as the rotational speed of the motor 11 and the operation speed of the shift lever 2, and the operation control for the transmission 1 is finished. do.

Operation control in the test apparatus 10 is mainly executed by the controller 90 in the drive control unit 80, and an example of a program executed by the controller 90 will be described with reference to the flowchart in FIG.

In the program shown in the flowchart of FIG. 5, after starting, initial settings are performed in process 101, and by this initial setting, the acquisition state for various signals is adjusted. Next, in decision 102, it is determined whether the input data signal Dy instructing to start the test has arrived, and if it is determined that the input data signal [)y instructing to start the test has not arrived, This determination is repeated until the input data signal Dy instructing the start of the test arrives, and when it is determined that the input data signal Dy instructing the start of the test has arrived, the process support 10
3, the control signal cb is sent out to put the clutch 13 into the engaged state, and in the subsequent process 104, the control signal Ca is sent out to put the motor 11 into the operating state. Then, in decision 105, it is determined whether the rotational speed Nm of the motor 11 has reached a predetermined value N1 or more based on the digital signal Sm'', and if it is determined that the rotational speed Nm has not reached the value NI, returns to process 104 and also
When it is determined that the rotational speed Nm has become equal to or higher than the value N1, in process 106, a control signal Cr is sent out to turn on the lamp 83. Subsequently, process 107
At this point, the control signal cb is sent out to disengage the clutch 13, and the process proceeds to decision 108.

In decision 10B, it is determined whether the difference ΔNu between the rotational speed Nm of the motor 11 and the rotational speed Ni of the input shaft 12 is equal to or greater than a predetermined value α. If it is determined that the difference ΔNu is not greater than or equal to the predetermined value α, this determination is repeated until the difference ΔNu becomes equal to or greater than the value α, and the difference ΔNu
If it is determined that the value α is greater than or equal to the value α, process 1
09, the control signal C is output according to a predetermined manner.
C is sent out, the actuator 17 is actuated to change the gear stage in the transmission 1, and the shift lever 2 is operated to shift. After the shift operation of the shift lever 2 is completed, the control signal is transmitted again in process 110. C
a to control the operation of the motor 11, and in decision 111, it is determined whether the rotational speed Nm of the motor 11 matches the rotational speed Ni of the input shaft 12, and if the rotational speed Nm is equal to the rotational speed Ni. If it is determined that they do not match, the process returns to process 110, and if it is determined that the rotational speed Nm matches the rotational speed Ni, the process returns to process 11
2, the control signal cb is sent to bring the clutch 13 into the engaged state, the subsequent program is executed in process 114, the other gears in the transmission 1 are sequentially changed in the same way as described above, and the program is ended. do.

Under the condition that the above-described operation control in the test apparatus 10 is performed based on control by the drive control unit 80,
Data for evaluating the synchronous performance of the synchronous mesh mechanism 50 in the transmission 1 is created. In creating such data, first, data from the data input section 41 to the test apparatus 1 is sent to the controller 70 in the data processing unit 60.
An input data signal Dx instructing the start of data creation of o is supplied. When the input data signal Dx is supplied, the controller 70 indicates that the clutch 13 is in the disengaged state by inputting the rotational speed Nm of the motor 11, which is generated by the digital signal Sm', and the rotational speed Nm of the human-powered shaft 12, which is generated by the digital signal Si''.
Detection is made based on the fact that the difference ΔNu from the rotational speed Ni becomes equal to or greater than a predetermined value α.

Then, the digital signal Ss' is applied to the shift lever.
Based on a stroke value of 1 to 2, the time point 1. shown in FIG. , and calculates the rotational speed N of the synchronized gear 52 based on the rotational speed Ni of the input shaft 12 and the gear ratio in the transmission l based on the digital signal Si°, and based on the digital signal So', As shown in FIG. 4C, a time t2 when the rotational speed N of the synchronized gear 52 matches the rotational speed No of the output shaft 14 is detected. Note that when the gear stage in the transmission 1 is shifted up, the rotational speed N of the synchronized gear 52 decreases during the synchronous operation period Ta, as shown in FIG. 4C. When the gear position at 1 is downshifted,
The rotational speed increases during the synchronous operation period Ta, and becomes equal to the rotational speed NO of the output shaft 14 at time t2 when the synchronous operation is completed. Then, the synchronous operation period Ta
, the load acting on the shift lever 2 is measured based on the digital signal Sw', and the obtained data is used to calculate the dynamic friction coefficient μ between the cone portion 54 and the synchronization ring 55 using the formula: μ=( 2・R-sinβ)/(
η・LD), (where R is the digital signal St
Hail output torque.

β is an angle equal to 1/2 of the Taber angle of the cone portion 54 shown in FIG.
is the effective diameter of ), and the calculated dynamic friction coefficient μ is stored in the RAM 72.

Thereafter, in the same manner, each time a gear shift operation is performed in the transmission l, the dynamic friction coefficient μ is determined and calculated as RA.
Write to M72. And RAM72 of dynamic friction coefficient μ
After writing to the data input section 4 is completed,
An input data signal Dx instructing data output is supplied from controller 70 to calculation output data memory 74 . Output data signal Oa is sent to printer 75 and display device 76. As a result, data for determining the coefficient of dynamic friction μ is printed out from the printer 75 and displayed on the display device 76.
It is also stored in the calculation output data memory 74.

The preparation of the data used to evaluate the synchronization performance of the synchronizing mesh mechanism 50 in the transmission 1 as described above is as follows.
Although this is mainly performed by the controller 70 in the data processing unit 60, an example of a program executed by the controller 70 when creating such data is shown in the sixth section.
This will be explained with reference to the flowchart shown in the figure.

In the program shown in the flowchart of FIG. 6, initial settings are performed in process 151 after the program is started. With this initial setting, the acquisition conditions for various signals are adjusted. Next, in decision 152, it is determined whether the input data signal Dx instructing the start of data creation has arrived, and the input data signal Dx instructing the start of data creation is determined.
If it is determined that x has not arrived, this determination is repeated, and if it is determined that the input data signal Dx instructing the start of data creation has arrived, the process advances to decision 153.

In decision 153, the digital signal Sm'
Subtract the rotation speed Ni of the input shaft 12 to which the digital signal Si' is generated from the rotation speed Nm of the hail motor 11,
It is determined whether the obtained difference ΔNu is greater than or equal to a predetermined value α. Then, in decision 153, the difference ΔNu
If it is determined that has not reached the value α, the difference ΔNu
The determination in decision 153 is repeated until the difference ΔNu is equal to or greater than the value α, and if it is determined that the difference ΔNu is equal to or greater than the value α, in decision 154, the shift lever 2
The stroke K is the stroke value K.

Determine whether or not the above is true. If it is determined in decision 154 that the stroke K is not greater than or equal to the stroke value, the determination in decision 154 is repeated until the stroke value is equal to or greater than 1, and the stroke K is not greater than or equal to the stroke value K1. If it is determined that this is the case, the process proceeds to process 155, in which the digital signal Sw'' is detected and the load acting on the shift lever 2 is detected, and the value of the detected load is used to adjust the cone portion 54 and the synchronization ring. The coefficient of kinetic friction μ between 55 and 55 is expressed by the formula: μ=
It is calculated by (2·R−Sinβ)/(η·L −D), and the process proceeds to process 157.

In a process 157, the calculated dynamic friction coefficient μ is stored in the RAM 72, and in a decision 158, a digital signal Si° is output as the rotation speed N of the input shaft 12.
It is determined whether the rotational speed N of the synchronized gear 52 calculated based on i and the gear ratio in the transmission 1 has become equal to or less than the rotational speed No of the output shaft 14 at which the digital signal SO'' is detected. If it is determined that the rotational speed N of the synchronous gear 52 is not less than the rotational speed No of the output shaft 14, processes 155 and 157 are performed until the rotational speed N of the synchronized gear 52 becomes less than or equal to the rotational speed No of the output shaft 14. If the process is repeated and it is determined that the rotational speed N of the synchronized gear 52 has become equal to or lower than the rotational speed NO of the output shaft 14, process 15 is performed.
Proceed to step 9. In process 159, each time a shift operation of the gear stage of transmission l is performed, the dynamic friction coefficient μ is determined as described above, stored in the RAM 72, and the program is terminated.

In this way, the data that calculates the dynamic friction coefficient μ during the synchronous operation period Ta calculated is printed out by the printer 75 or displayed on the display device 76.
For example, the synchronization performance of is evaluated as follows.

First, the value of the dynamic friction coefficient μ of the synchronized meshing mechanism 50 during the synchronized operation period Ta calculated as described above is shown in FIG. 7 in which the vertical axis represents the dynamic friction coefficient μ and the horizontal axis represents time H. The value of the dynamic Ff!friction coefficient μ during the calculated synchronous operation period Ta is expressed on the evaluation standard characteristic diagram as shown in ().
It is evaluated whether the synchronization performance of the synchromesh mechanism 50 is within the permissible range depending on whether it is in the region X where it is less than the permissible value 81 or in the region X2 where it is equal to or more than the permissible value μX.

Here, the value of the dynamic friction coefficient μ during the synchronous operation period Ta is assumed to increase as time H passes from immediately after the synchronous operation start time L1 when the synchronous operation in the synchronized meshing mechanism 50 is performed well. , synchronous operation completion time t
! Previously, the tolerance value μX was exceeded, but if the synchronization operation is not performed well, the tolerance value will not exceed the tolerance value μ Since it does not exceed μX, the dynamic friction coefficient μ during the synchronous operation period Ta is calculated, and the calculated dynamic Pj! By comparing the value of the friction coefficient μ with the allowable value μX, the quality of the synchronization performance of the synchronous meshing machine 1I50 can be quantitatively evaluated.

In this way, the quality of the synchronization performance of the synchronization meshing mechanism 50 can be quantitatively evaluated without relying on the operator's senses, so that, for example, the shift lever 2 used for evaluating shift feeling can be evaluated. It becomes possible to limit the data obtained by measuring the applied load, the stroke of the shift lever 2, etc. to only the data obtained when the synchronized meshing mechanism 50 performs a good synchronized operation. By evaluating the shift feeling based on the measurement data obtained when the synchronized meshing mechanism 50 performs a good synchronized operation, the evaluation result has high reliability.

In the above example, the dynamic friction coefficient μ during the synchronization period Ta is calculated at a predetermined period, and the synchronization performance is evaluated based on the calculated dynamic friction coefficient μ. The method for evaluating the synchronization performance of the machine is as follows.
Without being limited thereto, for example, the synchronous operation completion time t
The dynamic friction coefficient μ at time t2 of the synchronization operation may be calculated, and the synchronization performance may be evaluated based on the dynamic friction coefficient μ at the time t2 when the synchronization operation is completed.

(Effects of the Invention) As is clear from the above explanation, according to the method for evaluating the synchronization performance of a transmission according to the present invention, the synchronization performance of the synchronization mesh mechanism during a shift operation of a manual transmission can be evaluated appropriately according to its quality. It can be quantitatively evaluated using a value, that is, a value of the dynamic friction coefficient between the synchronizing sleeve and the synchronized gear. Therefore, for example, data obtained by measuring the load acting on the shift lever, the stroke of the shift lever, etc., which is used to evaluate the shift feeling in a manual transmission, can be used as a basis for good synchronized operation of the synchronized mesh mechanism. This makes it possible to limit the shift feeling to only those obtained in the above, and the results of the shift feeling evaluation can be made highly reliable.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing a test device used to implement an example of the method for evaluating the synchronization performance of a transmission according to the present invention, and FIG. A partial cross-sectional view showing the main parts of the manual transmission whose performance is evaluated, FIGS. 3A-F are views used to explain the operation of the manual transmission shown in FIG. 2, and FIGS. 4A-D are 2 is a time chart for explaining the operation of the manual transmission shown in FIG. FIG. 7 is a diagram used to explain evaluation of the synchronization performance of a transmission using data obtained from the data processing unit shown in FIG. 1. In the figure, 11 is a motor, 12 is an input shaft, 13 is a clutch,
14 is an output shaft, 15 is a flywheel, 17 is an actuator, 21 is a motor rotation speed sensor, 22 is an input shaft rotation speed sensor, 23 is an output shaft rotation speed sensor, 26 is a load sensor, 27 is a stroke sensor, and 28 is a torque sensor, 4
1 and 42 are data input sections, 60 is a data processing unit, 70 is a controller, 74 is a calculation output data memory,
75 is a printer, 76 is a display device, 80 is a drive control unit, and 90 is a controller. Patent applicant Mazda Motor Corporation Figure 4 Figure 5

Claims (1)

[Claims] The manual transmission is equipped with a gear train for transmitting power to one of the plurality of gear trains provided in the manual transmission through a synchronizing mesh mechanism including a synchronizing sleeve and a synchronizing ring. When the shift lever is operated and the chamfers of the spline teeth formed on the synchronizing sleeve start to engage with the chamfers of the spline teeth formed on the synchronizing ring, the rotational speed of the synchronizing sleeve and the friction against the synchronizing ring start to increase. Measuring the load acting on the shift lever and the output torque of the manual transmission during a period until the rotational speed of the synchronized gear that is to be engaged and synchronized with the rotation of the synchronization sleeve matches; Calculating a friction coefficient between the synchronizing ring and the synchronized gear using data obtained by measuring the load and output torque, and evaluating the synchronization performance of the synchronizing mesh mechanism based on the calculated friction coefficient. A transmission synchronization performance evaluation method characterized by: