JPH02248762A - Gear control device of vehicle - Google Patents

Abstract

PURPOSE:To carry out manual gear change even when the electric system is out of order by providing a shift linkage between an operating lever and a gear shift shaft, and providing the linkage with an actuator, and providing the operating lever with a shift switch, and connecting a controller to the actuator. CONSTITUTION:When actuation of the electric system is disabled due to breaking of a wire, etc., an actuator 18 is set free. Under this condition, when an operating lever 7 is shifted to e.g. the F side, a case main body 14 shifts to the F side, whereby the hook 29 of a first shift wire 15 (shift linkage) shifting to the R side relative to the main body 41 compresses a spring 32 by means of a plate 34 and its shift is regulated by a stopper 35. Operating force acting on the casing main body 14 therefore acts on a wire 25 and so a desired gear is engaged by a second shift wire (shift linkage) 22 which is stretched via the turning movement of a lever (shift linkage) 17 in the F direction. Gear change can thus be performed manually.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application This invention relates to a gear control device for a vehicle, particularly a gear control device for a vehicle.
It relates to a device having a power shift mechanism.

In conventional technology vehicles (vehicles such as large buses), in order to reduce driver fatigue and improve operability, the control part of the transmission scene has been electronically controlled, significantly reducing the force required to shift gears. There is something I did.

For example, in FIG. 9, when the driver depresses the clutch and operates change lever 1, lever part 2 moves to each solenoid valve 3.
An electrical signal is sent from the air tank to the select cylinder 5 and shift cylinder 6 via the pressure reducing valve 4.
Compressed air is supplied to the select cylinder 5 and shift cylinder 6 to change gears.

At this time, compressed air is also sent to the lever part 2 to give the driver a certain response, and when the shift is completed, the compressed air supplied to the lever part 2 is removed and the driver is moved to the change lever part 1.
This allows the driver to perform a shift operation and gives the driver the recognition that the gear shift has been completed.

Problems to be Solved by the Invention However, in the conventional configuration described above, the change lever 1 and the transmitter are electrically connected via the computer, so if the computer malfunctions, the shift cylinder 6 There is a problem in that only a specific gear (for example, low position gear) that is selected at a fixed position can be selected, and therefore, a separate emergency control device is required as a countermeasure against such a failure.

Furthermore, if the electrical system is cut off, you will not be able to perform shift selection at all.

On the other hand, there is also the problem that it is necessary to take measures such as increasing the size of the compressor in order to be able to shift using compressed air even in the case of gear engagement failure, which inevitably increases the size of the device.

SUMMARY OF THE INVENTION Therefore, the present invention provides a gear control device for a vehicle that allows manual gear changes even when the electrical system is disconnected, and allows a passenger to feel the meshing state of the gears when operating the shift lever. .

Means for Solving the Problem A shift linkage is provided between the operating lever and the gear shift shaft that shifts gears of the Transmitushiron, and the shift linkage rotates the gear shift shaft and shifts gears by shifting the operating lever. is provided with an actuator that rotates the gear shift shaft in cooperation with the shift linkage, and the shift linkage or the operating lever is provided with a shift switch that detects the shift operation direction of the operating lever, and the actuator receives a signal from the shift switch. A controller is connected to the controller for controlling the operation of the actuator.

When the action lever is shifted, the shift control switch detects this and sends a signal to the controller, which actuates the actuator. The actuation of this actuator causes the gear shift shaft to rotate via the shift linkage, resulting in a gear change.

Here, even if the actuator does not operate due to a failure in the electrical system or the like, the gear shift shaft can be rotated by the shift linkage by shifting the operating lever.

On the other hand, when the electrical system is normal, when the actuator operates, the shift linkage follows suit and operates, so you can feel it as a response with the control lever, and if the gear is not engaged, you can quickly sense this. , the load on the transmission scene can be reduced by quickly solving the problem of gear engagement.

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

In FIG. 1, an operating lever 7 is tiltable in a select direction A and a shift direction B, and a select wire 8 connected to the operating lever 7 is connected to a gear select lever 10 of a transmission 9. Connected select wires! 1 is attached.

For operation, a shift arm 12 is fixed to the bar 7, and the shift arm 12 has a shift control switch 13 (as a shift switch that detects the shift direction of the operating lever 7).
It is attached to the case body 14 of *described below). Note that the operating lever 7 and the shift arm 12 constitute an operating lever. One end of a first shift wire 15 is slidably connected to the case body 14 of the shift control switch 13, and the other end of the first shift wire 15 is a lever rotatably supported on the vehicle body via a bracket 16. It is attached to the rotating end of 17.

There is an actuator between the center of rotation of the lever 17 and the attachment site of the first shift wire 15! 8 rods of 18 m are attached.

An actuator position sensor 19 for detecting the position of the actuator 18 is attached to the actuator 18 . In addition, 20 is the pump side boat.

21 indicates the tank side boat.

The lever 17 has a second shift wire between the rod 18a of the actuator 18 and the first shift wire 15.
One end of the shift wire 22 is attached, and the other end of the second shift wire 22 is attached to the gear shift sleeve 23 of the transmission 9! It is attached to a gear shift lever 23 that rotates L.

Note that the other end of the first shift wire 15 and one end of the second shift wire 22 are supported by a holding bracket 24. Above 1.2 shift wire 15°22 and lever 17
and the gear shift lever 23 constitute a shift linkage.

As shown in FIG. 4.5, the operating lever 7 has a detent plate 26 which has a recess 25 at a position corresponding to each positive scene to provide a sense of moderation. 25 to spring 27
The bearing 28, which is biased by the above, is fitted.

The shift control switch 13 mainly includes a case body 14 that moves together with the operating lever 7, and a hook 29 as an end portion of a first shift wire 15 that is movable relative to the case body 14 (Second 3). (see figure).

The case body 14 has a front position switch 30 which is turned on by the hook 29 of the first shift wire 15 when the operating lever 7 is shifted to the front position F, and a front position switch 30 which is turned on by the hook 29 of the first shift wire 15 when the operating lever 7 is shifted to the rear position R. A rear positilon 31 that is turned on is attached.

The hook 29 of the first shift wire 15 is connected to the spring 32
plate 33 from the front position side (hereinafter referred to as R side) and the rear position side (hereinafter referred to as R side).
．． 34 returns the case body 14 to a neutral position, that is, a position in which neither the front positive switch 30 nor the rear positive switch 31 is turned ON.

Further to the back of the front position switch 30 and the rear position switch 31 of the case body 14, that is, the case body 14
A stopper 35 is provided near the end of the hook 29 to restrict movement of the hook 29 via the plates 33, 34.

Specifically, when the stopper 35 is on the R side, the plate 3
It is a cylindrical member that receives the shaft portion 36 of No. 3 and surrounds the first shift wire 15 on the R side. Above plate 3
3 is in the shape of a disk, and the plate 34 is formed in the shape of a donut. These plates 33 and 34 are prevented from protruding by the spring 32 by a regulating piece 37 attached to the case body 14. Note that 38 indicates a connecting portion of the shift arm.

As shown in FIG. 6, the actuator 18 is controlled by a controller 39. As shown in FIG.

The controller 39 has a shift control discrimination circuit, an actuator drive discrimination circuit, and an actuator position discrimination circuit, and the controller 39 has a shift control discrimination circuit, an actuator drive discrimination circuit, and an actuator position discrimination circuit. The rod 18a of the actuator 18 is controlled based on the signal and the signal from the actuator sensor 19. Each transistor Trio Try, Tr@ which is in a standby state due to the clutch switch 40 which is turned ON when the clutch pedal is depressed, is connected to the controller 3.
When the switching valves V, , V, , V open and close due to the ON-OFF state caused by the signal 9, the actuator 18 is moved.

Note that 41 is a power supply, 42 is a constant voltage circuit, 43 is an A/D converter, 44 is a tank, 45 is a pump, and 46 is an accumulator.

Here, the switching valves Vt and Vs are normally open types, the switching valve V is a normally closed type pulp, and the transistor T
Table I shows the ON-OFF status of rio Try and Trs, the open/close status of the switching valves V + , V t, and V s, and the operating status of the actuator 18.

Table ■ Next, the operation will be explained with reference to Fig. 7.8.

In the following description, the actuator (that is, the meshing position Wl of the gear) will be symbolized as shown in Table 2 below.

Table 2 When the driver depresses the clutch pedal (clutch switch 4
When the control lever 7 is shifted from the neutral position (hereinafter referred to as N) to the F side, the case body 14 of the shift control switch 13 moves to the F side, but the first shift wire 15 does not move. For,
The front position switch 30 is turned on by the hook 29 (see Figure 2) (step 21), the switching valves + and Vt are opened, and the switching valve V is closed, and the actuator 18 is moved to the F side (step 22). ), lever 1
7, the first shift wire 15. The second shift wire 22 is pulled toward the F side.

As a result, the actuator 18 reaches F3 (step 13), but since the front position switch 30 is turned on by the operating lever 7, the actuator 18 further moves to the F side (steps 13 to 15). Eventually, the bearing 28 of the operating lever 7 fits into the recess 25 of the detent plate 26, and when the operating lever 7 is stopped, the hook 29 of the first shift wire 15 separates from the front position switch 30 and turns OFF. In this step, since the actuator 18 is located at F4, the actuator 18 moves further to the F side and reaches F2 (step 16.17.19.5).

If both the front position switch 30 and the rear position switch 31 are turned OFF at this point, the switching valve V
le VI Vs is closed and the actuator 18 is fixed in position (steps 6-8).

Incidentally, when the actuator I8 is at the F3 position but not at the F4 position, the position is fixed as it is (steps 17 and 18).

Next, when returning the operating lever 7 to the N position, when operating the operating lever 7 to the R side, the rear position switch 3 is activated.
1b4 is in the ON state (see Figure 3), and the switching valve V,
, VS is opened, the switching valve V is closed, the actuator I8 moves to the R side, and the lever 17 rotates to the R side (
Steps 8 and 9).

At this time, the actuator 18 receives the signal from the rear position switch 31 only once, and after moving, the actuator position sensor 19 reads the position (step 10), and when it reaches the N position (step 11),
It is held for a certain period of time (0.1 to 0.2 seconds) (Step 1
2).

Incidentally, when it is not at the N position, the operation of moving further to the R side is repeated (steps 9 to 11).

By holding the actuator 18 for a certain period of time,
Since the hook 29 of the first shift wire 15 is stopped moving, it reaches the neutral position of the case body 14, and therefore the front position switch 30 and the rear position position switch 31
is turned OFF, so the actuator 18 is stopped (steps 20 to 24).

On the other hand, when operating the F side operating lever 7 to the R side,
Actuator 18 held at N position for a certain period of time
In this case, the operating lever 7 is operated to the R side and the rear position switch 31 is turned ON by the hook 29 (n<see Fig. 3), so the switching valves V+ and Vs are opened, and the switching valves V,
is closed and moves to the R side (Step 25), the first shift wire 15. The second shift wire 22 is pulled toward the R side.

As a result, the actuator 18 reaches R3 (step 26), but since the rear position switch '31 is turned on by the operating lever 7, the actuator IS further moves toward the R side (steps 26 to 28).

Eventually, the bearing 2B of the operating lever 7 fits into the recess 25 of the detent plate 26 and the operation of the operating lever 7 is stopped.The subsequent steps will be explained as they are the same as when the operating lever 7 enters the F side and stops operating. are omitted (steps 29 to 39).

Further, if the actuator 18 is in the F1 position for some reason, it is moved to the R side (step 3.4), and if it is in the R1 position, it is moved to the F side (step 41.43).

Here, if the electrical system including the controller 39 fails and the position of the actuator 18 cannot be determined, the actuator 18 becomes free (step 42). That is, the switching valves Vt and Vs are open and the switching valve v1 is closed, which is a free state.

The same applies when the electrical system becomes inoperable due to a disconnection or the like.

In this state, when the driver shifts the operating lever 7 to the F side, for example, the case body 14 moves to the F side, so the hook of the first shift wire 15 moves to the R side relative to the case body 14. 29 compresses the spring 32 by the plate 34, and its movement is restricted by the stopper 35 (see FIG. 2).

Therefore, since the operating force acting on the case body 14 acts on the first shift wire 15, a desired gear is engaged by the second shift wire 22 pulled by the rotation of the lever 17 in the F direction. At this time, since the actuator 18 is in a free state, the movement of the lever 17 is not adversely affected.

On the other hand, when the operating lever 7 is shifted to the R side,
The hook 29 of the first shift wire I5 moves toward the F side relative to the case body 14, compresses the spring 32 by the plate 33, and is restricted from moving by the stopper 35, so that the first shift wire 15 moves toward the F side relative to the case body 14. The lever 17 can be rotated in the R direction without being bent or deformed due to its rigidity. Therefore, in this case as well, the desired gears mesh. In this way, even in the event of a breakdown in the electrical system, gear changes can be made manually without relying on emergency equipment.

By the way, in a situation where the actuator 18 operates normally, when the operating lever 7 is operated to shift, the front position switch 30 or the rear position switch 31 is set to O.
After N is activated, the first shift wire 15 moves in the shift direction, so the operating force on the operating lever 7 becomes smaller, so the driver confirms with his/her hand that the actuator 18 is operating normally. be able to.

In addition, when the gears are properly engaged, the first shift wire 15 returns to the neutral position of the case body 14, so the reaction force from the spring 32 is reduced, so the driver can feel this from the operating lever 7. You can find out.

As a result, the gear engagement status can be confirmed by the response of the operating lever 7, so if the gear engagement is incomplete, it can be resolved by depressing the clutch pedal again, unlike when shifting manually. It is possible to grasp the gear meshing situation. Therefore, we have increased the pump capacity and actuator so that even if the gear is not properly engaged, the shift operation can be performed. 8 does not need to be enlarged, and can be made relatively compact.

Also, the first shift wire! Even if there is play etc. in the actuator position sensor 19, the controller 39
Since the gear can be shifted to an appropriate position by correcting the signal input to the gear, a reliable meshing state of the gears can always be ensured.

Incidentally, the present invention is not limited to the above-mentioned embodiment, and for example, a shift switch may be provided on the detent plate, or a lever may be directly connected to a gear shift lever.

As described in detail, according to the present invention, even if the actuator does not operate due to a failure in the electrical system, the gear shift shaft can be rotated by the shift linkage as long as the shift operation of the operating lever is performed. There is an effect.

On the other hand, when the electrical system is operating normally, when the actuator operates, the shift linkage follows suit and operates, so you can feel the gear shift status with the control lever, and if the gear is not engaged properly. , since this can be detected quickly, the gear engagement failure can be quickly resolved by depressing the clutch pedal again, thereby reducing the load on the transmission.

[Brief explanation of drawings]

Fig. 1 is an overall perspective view of an embodiment of the invention, Figs. 2 and 3 are sectional views of the same essential parts, Fig. 4 is a partial sectional view of the operating lever, and Fig. 5 is a perspective view of the detent plate. 6 is a circuit diagram of the same, FIG. 7 is a flowchart of the same, FIG. 8 is an explanatory diagram of the shift position, and FIG. 9 is a perspective view of the prior art. 7... Operation lever, 9... Transmission, 1
2... Shift arm (operation lever), 13... Shift switch, 15... First shift wire (shift linkage), 17... Lever (shift linkage), 1
8... Actuator, 22... Second shift wire (shift linkage), 23... Gear shift lever (
shift linkage), 23a...gear shift shaft 39.
··controller. Figure 2 Figure 3 Figure 4 Figure 8 Procedural amendment. Eh, October 5, 1999

Claims (1)

[Claims] (1) A shift linkage is provided between the operating lever and the gear shift shaft that shifts gears of the transmission, and the shift linkage rotates the gear shift shaft to shift gears when the operating lever is shifted. The shift linkage or the operating lever is provided with a shift switch that detects the shift operation direction of the operating lever, and the actuator is provided with an actuator that rotates the gear shift shaft. A gear control device for a vehicle, characterized in that a controller is connected to the gear control device.