JPH0522675Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention includes a control unit, and when it is determined that the vehicle speed and engine speed are synchronized, it shifts to a shift gear that does not have a synchronized mesh mechanism. This invention relates to improvements to automatic transmission devices for vehicles.

[Prior Art] Among mechanical automatic systems that achieve both easy driving and fuel efficiency, semi-automatic systems are known in which only the clutch operation at the time of starting is manual, and all subsequent gear shifting operations are automated (for example, the present application) A person's actual wish
59-70610).

With this system, once the vehicle is running, the driver only has to specify the desired gear using the selector, and once auto range is specified, the system is configured to shift up sequentially depending on vehicle speed and accelerator opening conditions.

Furthermore, in order to achieve an inexpensive configuration, this system does not use a synchronizing mechanism, but instead detects the gear rotational speed and vehicle speed, and sets the gear when the two are synchronized.

In addition, in order to shorten shift time and reduce shift shocks, the clutch is turned off only while the transmission is set in neutral, and then turned on for the rest of the time, i.e., gears are set with the clutch kept on.

That is, in FIG. 5, when a shift request occurs, the control unit fully closes the accelerator (step S20), turns off the clutch (step S21), and sets the transmission to neutral (step S20).
S22), turn on the clutch (step S23), and select and set the transmission (step S24).

Next, the engine rotation speed, that is, the rotation speed of the main gear, Ng is synchronized with the vehicle speed, that is, the rotation speed of the main shaft, and the synchronized rotation speed Nsyc starts operating the shift change actuator. )
It is determined whether or not it is smaller than the lower limit value ΔN' (step S25).

If NO, it is determined whether the main gear rotational speed Ng is smaller than the sum of the synchro rotational speed Nsyc and the upper limit value ΔN of the shift set area (step S29). If NO, wait until YES,
If YES, set the transmission shift (step S30) and release the accelerator (step S30).
S31), control ends.

If step S25 is YES, the accelerator is fully opened (step S26), and it is determined whether the main gear rotational speed Ng is greater than the sum of the synchro rotational speed Nsyc and the upper limit value ΔN (step S27). NO.
If YES, return to step S26, and if YES, fully close the accelerator (step S28) and return to step S29.
control to move to .

However, with this method of determining the shift set area,
If the gear shift operation is started near the upper limit of this range, the shift set operation will be carried out smoothly, but if the start is started below the range, some gear noise or shock will occur during gear setting, and the transmission will be affected. It was found that durability was adversely affected.

This means that the control unit controls the main gear rotational speed.
The time required to read the Ng and start the operation of the shift change actuator includes signal processing time, response time of the valve in the working medium supply circuit, time for supplying the working medium to the actuator, response delay due to actuator friction, etc. This is due to

Note that the condition for starting the engine below the shift set area is that the clutch is closed for some reason.
If the ON/OFF operation becomes slow, there may be some reason, such as when the driver carelessly holds the selector in the neutral position for a while and then specifies a shift gear. An example of this is when the driver issues a shift request without increasing the engine rotation much, that is, when the margin for drop in engine rotation is small.

[Object of the invention] Accordingly, an object of the invention is to provide an automatic transmission for a vehicle that can smoothly perform gear setting.

[Structure of the invention] According to the invention, there is provided an automatic transmission for a vehicle that includes a control unit and that shifts to a shift stage that does not have a synchronized mesh mechanism when it is determined that the vehicle speed and engine rotation speed are synchronized. A control unit 40 is provided which starts a shift set when the engine rotational speed enters a predetermined rotational speed range set higher than the synchro rotational speed (Nsyc) from the higher rotational speed side.

[Operation and effect of the invention] Therefore, when the engine speed enters a predetermined rotation speed range set higher than the synchro rotation speed from the higher rotation speed side, the shift set is started and the engine speed is lowered. In case of rotation,
Since the shift set is started when the engine speed is increased and the engine speed enters the high speed range, even if there is a response delay due to signal processing time, valve response time, working fluid filling time, etc., problems due to the delay may occur. Therefore, gear noise and shock can be prevented and gear set can be carried out smoothly, and as a result, the durability of the transmission can be improved.

[Examples] Examples of the present invention will be described below with reference to the drawings.

FIG. 1 shows the overall configuration of an embodiment of the present invention, and FIG. 2 shows a control block diagram. In the figure, a non-synchronized transmission 30 is attached to an engine 10 via a mechanical clutch 20, and its output shaft is connected to a rear axle (not shown) via a propeller shaft 31.

The engine 10 includes an accelerator opening sensor 14 for detecting the idle position of the fuel injection pump 12.
An accelerator control device 50 for controlling the mechanical governor 13 is provided, and the device 50 is provided with an accelerator fully closed valve 51 and an accelerator fully open valve 52.

The clutch 20 is provided with a clutch position sensor 21 that detects whether the clutch is engaged or not, and a clutch actuator 22 that engages or disengages the clutch.

The transmission 30 includes a countershaft rotation sensor 32 that detects the engine rotation speed, that is, the rotation speed of the main gear, a vehicle speed sensor 33 that detects the rotation speed of the main shaft, and a shift position sensor 34 that detects the shift position of the transmission. and a shift change actuator 3 that operates the transmission.
5 is provided.

On the other hand, a selector 11 provided in a driver's cab (not shown) uses a selector lever 11a to reverse R, 1
6 ranges from speed to 6th speed, auto A and neutral N can be specified, and there is a switch inside that corresponds to each range. 15 is an accelerator pedal connected to a part of the accelerator control device 50.
And these sensor devices 14, 21, 22,
32, 33, 34, 35, 51 and 52 are connected to control unit 40.

The control unit 40 includes a synchronization determination circuit 42 which determines whether or not a shift is to be performed based on detection signals from the selector 11, vehicle speed sensor 33, accelerator opening sensor 14, and shift position sensor 34, and when a shift request occurs. However, the main gear rotation speed Ng is the upper limit value ΔN1 as shown in Figure 3.
and lower limit ΔN2 are both synchro rotation speed
When it is determined that the main gear rotation speed is below the shift set area indicated by the hatched area which is larger than Nsyc, the main gear rotation speed is increased by fully opening the accelerator, and the shift set is performed when the main gear rotation speed enters the shift set area from above. A synchronization determination that determines whether the rotational speeds of the main gear and the main shaft are synchronized based on the control shift change determination circuit 41 and the detection signals from the countershaft rotation sensor 32 and vehicle speed sensor 33 using the output of this determination circuit 41. circuit 42, a clutch engagement control circuit 43 that controls the clutch actuator 22 based on the detection signal of the clutch position sensor 21 based on the output of the determination circuit 42, and an accelerator control circuit that controls the accelerator fully closed valve 51 and the accelerator fully open valve 52. A transmission control circuit 45 is provided that controls the shift change actuator based on detection signals from the circuit 44 and the shift position sensor 34.

These shift change determination circuit 41, synchronization determination circuit 42, clutch engagement control circuit 43, accelerator control circuit 44, and transmission control circuit 45 constitute a control unit 40.

Next, the operation will be explained mainly with reference to FIG.

When a shift request occurs, the shift change control circuit 41 outputs a control signal from the accelerator control circuit 44 to the accelerator full-close valve 51, changing the accelerator control from manual to automatic and fully closing the accelerator (step S1).

Next, a control signal is output from the clutch engagement control circuit 43 to the clutch actuator 22 to turn off the clutch (switch S2).

Next, a control signal is output from the transmission control circuit 45 to the shift change actuator 35 to set the transmission to neutral (step S3).

Next, a control signal is output from the clutch engagement control circuit 43 to the clutch actuator 22 to turn on the clutch (step S4).

Next, a control signal is output from the transmission control circuit 45 to the shift change actuator 35 to perform a select set (step S5).

Next, the synchro determination circuit 42 determines whether the main gear rotation speed Ng is smaller than the sum of the synchro rotation speed Nsyc and the lower limit value ΔN2 of the shift set area based on the signals from the countershaft rotation sensor 32 and the vehicle speed sensor 33. (Step S6).

If NO, it is determined whether the main gear rotational speed Ng is smaller than the sum of the synchro rotational speed Nsyc and the upper limit value ΔN1 of the shift set area (step S10).

If NO, wait until YES, and if YES, output a control signal from the transmission control circuit 45 to the shift change actuator 35 to set the shift (step S11), and then shift to the accelerator control circuit 45.
4 outputs a control signal to the accelerator full-open valve 52 to return the accelerator to manual mode (step
S12), end the control.

If step S6 is YES, that is, if the rotational speed of the main gear is below the shift set range, the accelerator control circuit 44 outputs a control signal to the accelerator full-open valve 52 to fully open the accelerator (step S7). Next, the synchro determination circuit 42 determines whether the main gear rotation speed Ng is greater than the sum of the synchro rotation speed Nsyc and the upper limit value ΔN1 (step S8).

If NO, return to step S7; if YES,
A control signal is output from the accelerator control circuit 44 to the accelerator fully closed valve 51 to fully close the accelerator (step S9), and the process moves to step S10.

In this way, when the engine speed enters the predetermined rotation speed range set higher than the synchro rotation speed from the high rotation speed side, shift set is started, and when the engine speed is lower than the synchro rotation speed, the engine Since the shift set is started when the rotation speed is increased and the rotation speed reaches the high speed range, even if there is a response delay due to signal processing time, valve response time, working fluid filling time, etc., problems caused by the delay can be avoided. By preventing gear noise and shock from occurring, smooth gear setting can be performed, and as a result, the durability of the transmission can be improved.

[Summary] As explained above, according to the present invention, smooth shift setting can be performed.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention;
Fig. 2 is a control block diagram, Fig. 3 is an explanatory diagram of the shift set area, Fig. 4 is a control flowchart,
Figure 5 is a control flowchart of the conventional device;
The figure is an explanatory diagram of the shift set area. ΔN1... Upper limit value of shift set area, ΔN2
... Lower limit value of shift set area, 32 ... Counter shaft rotation sensor, 33 ... Vehicle speed sensor, 4
0... Control unit, 41... Shift change control circuit, 42... Synchro determination circuit, 44... Accelerator control circuit, 51... Accelerator fully closed valve,
52...Accelerator fully open valve.

Claims (1)

[Scope of Claim for Utility Model Registration] In an automatic transmission device for a vehicle that is equipped with a control unit and that shifts to a shift gear that does not have a synchronized mesh mechanism when it is determined that the vehicle speed and engine rotation speed are synchronized, Rotation speed is synchronized rotation speed (Nsyc)
1. An automatic transmission for a vehicle, comprising a control unit 40 that starts a shift set when the rotation speed enters a predetermined rotation speed range set higher than the rotation speed.