JPH0529258B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a method for quantitatively evaluating the shift feeling of a manual transmission mounted on an automobile, particularly the smoothness of a shift operation.

(Prior Art) In general, manual transmissions installed in automobiles have multiple gear trains with different gear ratios arranged in parallel between a counter shaft interlocked with an input shaft and an output shaft parallel to the shaft. In addition, among the gears constituting each gear train, the gear provided on the output shaft is usually rotatable with respect to the output shaft, and one of the rotatable gears is operated in the lateral direction of the shift lever ( (select operation) and vertical operation (shift operation)
By selectively coupling the gear train to the output shaft via a synchronizing mesh device, the gear train is brought into a power transmission state, and a gear position corresponding to the gear ratio of the gear train can be obtained.

The synchronized meshing device basically consists of a clutch hub that is fitted and secured to a shaft, rotates integrally with the shaft, and has a spline formed around its outer periphery, and a clutch hub that is fitted with a spline to the clutch hub and slides in the axial direction. A gear spline is provided on a gear rotatably fitted to the shaft and has the same specifications as the spline of the clutch hub, and the sleeve is slid by a shift operation of a shift lever. By fitting the gear spline across the spline of the clutch hub, the gear is coupled to the shaft via the gear spline, the sleeve, and the clutch hub, but when the spline of the sleeve is engaged with the gear spline, , the rotational speed of both,
In other words, a synchronizing mechanism is provided to synchronize the rotational speeds of the shaft and gear.

This synchronizer mechanism is generally of a type in which a synchronizer ring having splines having the same specifications as these splines is interposed around the outer periphery between the clutch hub and the gear splines. When the shift lever is operated, a frictional force is first applied between the synchronizer ring and the gear based on the axial force acting on the sleeve, and this frictional force synchronizes the sleeve and the gear spline. , after that, by sliding the sleeve in the axial direction, the sleeve is sequentially engaged with the synchronizer ring and the gear spline, in which case,
Opposite ends of the splines of the sleeve, the splines of the synchronizer ring, and the teeth of the gear splines are provided with chamfers for separating the teeth into a meshable positional relationship.

(Problems to be Solved by the Invention) Incidentally, in the above-mentioned synchronized meshing device, when the shaft and gear are connected by the shift operation of the shift lever, at least the synchronous movement of the sleeve and the gear spline, and the synchronous movement of the sleeve The splines and the splines of the synchronizer ring are separated and engaged, and the splines of the sleeve and the gear splines are also separated and engaged, but each of these operations is caused by the load applied to the shift lever. This is done based on the stroke of the lever. Therefore,
The load and stroke of the shift lever change in a complex manner over time in order to perform each of the above operations sequentially and continuously during a shift operation, and its size and state of change over time affect the weight, smoothness, moderation, etc. of the shift operation. It affects the feeling of the body. In particular, when the sleeve and the gear spline are separated,
At the end of the synchronization operation and the subsequent displacement operation between the sleeve and the synchronizer ring, the load that has once decreased will increase again, and the state of change in the load in that case will significantly affect the smoothness of the shift operation.

Therefore, this type of transmission is designed and tested during development to ensure good shift feeling, and for mass-produced products, shift feeling is tested in the final process. The reality is that this shift feeling has been evaluated through sensory tests by humans. As a result, even for the same transmission, different operators evaluate it differently, and consistency in quality is not maintained at the production stage, and at the development stage,
Accurate design becomes difficult because you have to intuitively select the specifications of each component that will give you the best shift feeling, and in order to find the optimal specifications, you have to sequentially assemble each component with different specifications. On the other hand, since testing had to be repeated for each test, a huge amount of development man-hours were required.

The present invention addresses the above-mentioned actual situation regarding the shift feeling of transmissions, and in particular, enables quantitative and unified evaluation of the smoothness of shift operations, and also provides an evaluation that closely corresponds to human sensation. realize a possible method. This ensures uniformity of quality at the production stage, enables accurate design without relying on intuition at the development stage, and quantitatively assesses the contribution of each component to shift feel, especially smoothness. The purpose is to facilitate the setting of specifications that will provide the desired feeling.

(Means for Solving the Problems) That is, the shift feeling evaluation method according to the present invention increases the shift feeling during the synchronous operation between the sleeve and the gear spline of the synchromesh device or the sliding operation between the sleeve and the spline chimney of the synchronizer ring. We focused on the fact that the amount of change in load when the load increases again during the sliding movement of the sleeve and gear spline spline after the load decreases corresponds to the smoothness of the shift operation as perceived by humans. The method measures temporal changes in the load acting on the shift lever during a shift operation, and based on this measurement data, adjusts the spline between the sleeve and the gear spline from the time when the sleeve and the synchronizer ring are finished moving through the spline front. The minimum value of the load during the period until the chamfers meet, and the maximum value of the load during the period when the sleeve and gear spline are moved by the spline chimfa, are determined, and the shift operation is performed based on the difference between the minimum value and the maximum value. It is characterized by evaluating the smoothness of.

(Function) According to the above configuration, after a large load is applied to the shift lever during the synchronous operation of the sleeve and the gear spline during a shift operation and the subsequent movement of the sleeve and the spline front of the synchronizer ring, this load is When the load decreases once and then increases again during the movement of the spline inch yankhua of the sleeve and gear spline, the amount of change in the load during this second increase,
In other words, the height of the peak of the load is determined. In that case, since this peak reappears after the increased load has decreased, it is the main cause of impeding smooth shift operation, and therefore, the smoothness of shift operation is By evaluating this, it is possible to quantitatively obtain evaluation results that closely correspond to the sensation of smoothness given to the human hand.

(Example) Examples of the present invention will be described below.

First, a synchronized meshing device for a manual transmission, which is the object of the present invention, will be explained.
As shown in FIG. 1, this synchronous meshing device 1 includes a clutch hub 3 that is fitted and fixed to a shaft 2 such as an output shaft, rotates integrally with the shaft 2, and has a spline formed around the outer periphery of the clutch hub 3. A sleeve 4 is spline-fitted to the outer periphery and is slidable in the axial direction, keys 5 are interposed at a plurality of positions in the circumferential direction at the spline-fitting portion between the hub 3 and the sleeve 4; A gear spline 7 is formed integrally with the synchronized gear 6 rotatably fitted and has the same specifications as the spline of the clutch hub 3, and a taper cone is also formed integrally with the synchronized gear 6 and projects toward the clutch hub 3. 8 and the taper cone 8
The clutch hub 3 is loosely fitted on the
A synchronizer ring 9 formed with a spline having the same specifications as the spline and gear spline 7.
It is made up of.

This synchronizing mesh device 1 operates as shown in FIGS. 2a to 2f when a shift lever (not shown) is operated to connect the synchronized gear 6 to the shaft 2.

That is, first, from the neutral state shown in FIGS. 1 and 2 a, by the shift operation, the sleeve 4 moves in the direction a by the initial stroke S ₁ of the shift lever (see FIG. 3 b).
When the key 5 is slid by an amount corresponding to , the key 5 moving in the direction a together with the sleeve 4 pushes the synchronizer ring 9 in the same direction, pressing the inner peripheral surface of the ring 9 against the taper cone 8 integrated with the synchronized gear 6. . At this time, as shown in FIG. 2b, each tooth 4 forming the spline of the sleeve 4 is
The channel 4b...4b at the tip of the synchronizer ring 9 meets the channel 9b...9b of each tooth 9a...9a constituting the spline of the synchronizer ring 9 (time P ₁ in FIG. 3), and in this state, the synchronizer ring 9 is connected to the sleeve. 4 and the clutch hub 3 to rotate integrally with the shaft 2.

On the other hand, the synchronized gear 6 is activated when the synchronizer ring 9 is pressed against the taper cone 8.
At P ₁ , there is a relative rotation between the axis 2 and the synchronizer ring 9 as shown in Figure 3c.
The abutting surface of the tapered cone 8 and the tapered cone 8 slide, and a frictional force is generated on the surface based on the force of the shift lever that presses the sleeve 4 in the direction a. Due to this frictional force, the synchronized gear 6 is synchronized with the sleeve 4 or the shaft 2 via the taper cone 8, and the rotational speeds of the gear 6 and the shaft 2 become equal at time _P2 as shown in FIG. 3c. . In that case, in the synchronization period T ₁ from this time point P ₁ to time point P ₂ ,
As shown in FIG. 3a, a large load is applied to the shift lever to generate the above-mentioned frictional force.
As shown in Fig. 3b, the stroke _S2 of the shift lever is extremely small during this synchronization period _T1 , and as shown in Fig. 3d, the shaft 2 is connected to the synchronized gear 6 (and Torque is generated based on the inertial force of each interlocking rotating member.

When the synchronization between the shaft 2 and the synchronized gear 6 is completed in this way, the force in the direction a applied to the sleeve 4 by the shift lever causes the sleeve 4 to
Then, the synchronizer ring 9 moves the spline chimneys 4b...4b, 9b...9b. In other words, from the state where the two channels 4b...4b, 9b...9b meet as shown in FIG. 2b,
The sleeve 4 slides in the direction a by an amount corresponding to the stroke S3 of the shift lever shown in FIG. _3b ,
In addition, the synchronizer ring 9 rotates relative to the sleeve 4 by a certain amount along the inclined surfaces of the chamfers 4b...4b, 9b...9b. At this time, since the synchronizer ring 9 rotates integrally with the synchronized gear 6, a rotational speed difference ΔV ₁ as shown in FIG. 3c occurs between the gear 6 and the sleeve 4 or shaft 2. Then, at time point _P3 , the positional relationship of the above-mentioned spline chimneys 4b...4b, 9b...9b becomes second.
The plowing operation ends in the state shown in Figure c, but during the plowing period T2 from _{P2 to P3} , the force acting on the sleeve 4 in the direction a causes the synchronizer ring 9 and the synchronized Since the gear 6 must rotate a certain amount relative to the sleeve 4, a load of a predetermined magnitude continues to act on the shift lever following the synchronization period _T1 , as shown in FIG. 3a. .

However, this sleeve 4 and the spline chimney 4b of the synchronizer ring 9...4b, 9b...
When the scraping operation of the sleeve 9b is completed, the sleeve 4 slides in the direction a, and the teeth 4a of the sleeve 4...
4a and the teeth 9a...9a of the synchronizer ring 9, but during this meshing period _T3 , there is no resistance to the sliding of the sleeve 4 in the direction a, so the load suddenly increases as shown in Figure 3a. decreases to Then, at a time point _P4 when the sleeve 4 has slid by an amount corresponding to the stroke _S4 of the shift lever shown in FIG. 3b, as shown in FIG. 2d, the spline front 4b of the sleeve 4...
4b meets the spline chimneys 7b...7b of the gear spline 7, and then these chimneys 4
b...4b, 7b...7b plowing operations are performed.

During this scraping operation, the gear spline 7 or the synchronized gear 6 is rotated relative to the sleeve 4 and the synchronizer ring 9, but this relative rotation is caused by frictional resistance on the contact surface between the taper cone 8 and the synchronizer ring 9. is carried out against. Therefore, the above-mentioned channel 4b
...4b, 7b...3rd from point P ₄ when 7b meet
As shown _in FIG.
and gear spline 7 start relative rotation. At this time, the friction coefficient on the contact surface changes from a static friction coefficient to a kinetic friction coefficient, as shown in Fig. 3a.
As shown in Figure b, the load on the shift lever suddenly decreases, and the sleeve 4 slides by an amount corresponding to the shift lever stroke _S5 shown in Figure b, and the sleeve 4 and gear spline 7 rotate relative to each other by a predetermined amount. At time point _P6 , these spline chimneys 4b...4b, 7b...7b assume the positional relationship shown in FIG. 2e, and the scraping operation is completed. In that case, as shown in FIG. 3c, a rotational speed difference of a predetermined amount ΔV ₂ occurs between the shaft 2 and the synchronized gear 6.

Then, after the period T ₄ in which the spline inches of the sleeve 4 and the gear spline 7 are removed from the time P ₄ to the time P ₆ ends, the sleeve 4 further slides to the stroke end. As shown in FIG. 2f, the spline teeth 4a...4a of the sleeve 4 mesh with the teeth 7a...7a of the gear spline 7, thereby completing the coupling operation between the shaft 2 and the synchronized gear 6.

Next, the configuration of a test device used to evaluate shift feeling during a shift operation in which the above-mentioned operations are performed will be explained with reference to FIG.

This device 10 includes a motor 11 that drives a transmission A, a clutch 13 interposed on an input shaft 12 between the motor 11 and the transmission A, and an output shaft 14 of the transmission A.
It has a flywheel 15 connected to the shaft 2 (shaft 2 shown in FIG. 1) to apply an inertial mass equivalent to the vehicle body to the output side of the transmission A. Further, as a sensor for collecting various data, a motor rotation speed sensor 16 that detects the output rotation speed of the motor 11;
An input rotation speed sensor 17 and an output rotation speed sensor 18 that detect the input rotation speed and output rotation speed of the transmission A, respectively, a torque sensor 19 that detects the output torque of the transmission A, and a torque sensor 19 that detects the output torque of the transmission A. A load sensor 20 and a stroke sensor 21 are provided to detect the load acting on the shift lever B and the stroke of the lever B, respectively. Furthermore, for controlling the device 10,
The signals a to f from each of the sensors 16 to 21 are input to a personal computer 24 via an amplifier 22 and an A/D converter 23, and are sent via an interface unit 25 according to a program set in the personal computer 24. a sequencer 26 to be operated;
The operation of the motor 11 and the clutch 13 is controlled by the signals g and h from the sequencer 26, and the actuator 28 for operating the shift lever B is controlled by the output signal i from the interface unit 25 via the servo amplifier 27. The operation of the system is now controlled. The signals a to f from the sensors 16 to 21 are also input to the interface unit 25, and feedback control of the entire apparatus is performed based on these signals a to f.

However, using this testing device 10, the shift feeling evaluation method according to the present invention is carried out as follows.

That is, while the transmission A, which has been shifted to a certain gear, is driven by the motor 11 via the clutch 13 at a predetermined rotational speed, the clutch 13 is disengaged, and the actuator 28 moves the shift lever B. Operate to shift to a predetermined gear to be evaluated. At this time, by the shift operation of the shift lever B, the synchronous meshing device 1 used in the relevant gear in the transmission A shifts the shaft 2 to the synchronized gear 6 through the processes shown in FIG. 2 a to f as described above. Combine with. In addition, the output signals e and f of the load sensor 20 and the stroke sensor 21 measure changes in the load acting on the shift lever B and the stroke of the lever B as shown in FIGS. 3a and b. Based on the output signals b and c of the rotation speed sensor 17 and the output rotation speed sensor 18, the shaft 2 as shown in FIG.
Changes in the rotational speeds of the output shaft 14 and the synchronized gear 6 are measured, and changes in the output torque as shown in FIG. 3d are measured using the output signal d of the torque sensor 19.

Therefore, the personal computer 24 determines the synchronization period T ₁ from time P ₁ to time P ₃ shown in FIG. sleeve 4
The maximum value F ₁ of the load during the period which is the sum of the period T ₂ of the spline chimneys 4b...4b, 9b...9b of the synchronizer ring 9, and the above-mentioned time point _P3
During the meshing period T ₃ from to time point P ₄ , that is, from the time when the sleeve 4 and the synchronizer ring 9 are separated from each other by the spline inch fronts 4b...4b, 9b...9b, the sleeve 4 and the gear spline 7's spline inch pulls 4b...4b, 7b...The minimum value ΔF of the load during the period up to the encounter of 7b and from time P ₄ to time
The load of the sleeve 4 and the spline inch fronts 4b...4b, 7b...7b of the sleeve 4 and the gear spline 7 during _the sweeping period T4 up to _P6 is read as the maximum value _F2 . Here, the minimum value ΔF of the load in the above period T ₃ is:
At the end of the period _T3 , that is, the spline fronts 4b...4b, 7 of the sleeve 4 and the gear spline 7
The maximum value F 2 of the load that occurs immediately before the point P ₄ where b...7b meets and during the period T ₄ is the maximum value F ₂ of the load on the sleeve 4.
A peak occurs at the moment when the and gear spline 7 start relative rotation, that is, at the moment when the friction coefficient of the contact surfaces of the synchronizer ring 9 and the taper cone 8 changes from a static friction coefficient to a kinetic friction coefficient (time P ₅ ). It is customary.

Then, the smoothness of the shift operation is determined by substituting each of the above values F ₁ , ΔF, and F ₂ into the following formula preset in the computer 24: X=(F ₂ −ΔF)F ₂ /F ₁ () A coefficient X is calculated, and the smoothness of the shift operation of the transmission A is evaluated based on the value of the coefficient X. In other words,
The smaller this value is, the smoother the shift operation is.
The larger the value, the less smooth the evaluation.

Here, (F ₂ - ΔF) in the above formula () is the third
As shown in Figure a, it shows the height of the peak when the load increases for the second time after it decreases once during a shift operation, and this value is a factor that directly affects the smoothness of the shift operation. . In addition, (F ₂ /F ₁ ) in formula () is the above value (F ₂ −ΔF),
This is to correct by the ratio of the maximum value F ₁ at the time of the first load increase to the maximum value F ₂ at the time of the second load increase. In other words, when the above ratio (F ₂ /F ₁ ) is small, that is, when the maximum value F ₁ at the time of the first load increase is relatively large, the height of the above peak (F ₂ - ΔF)
Even if the peak is large, the peak can be overcome relatively smoothly; conversely, the peak height (F ₂ − ΔF)
Even if is small, if the above ratio (F ₂ /F ₁ ) is large,
That is, when the maximum value F ₁ at the time of the initial load increase is relatively small, the influence of this peak becomes significant. Therefore, by employing the value X obtained by correcting the peak height (F ₂ /ΔF) using this ratio (F ₂ /F ₁ ) as the smoothness coefficient, the smoothness imparted to the human hand during shift operation can be improved. This means that an evaluation that corresponds well to the senses can be obtained quantitatively.
The maximum value F ₂ or the peak height (F ₂ −ΔF) at the time of the second load increase mentioned above is based on the spline inch angle between the sleeve 4 and the gear spline 4b...4
Since it changes depending on how b, 7b, . . . , 7b meet, it is desirable to adopt the average value of a plurality of tests as the smoothness coefficient X.

(Effects of the Invention) As described above, according to the shift feeling evaluation method according to the present invention, the smoothness of the shift operation can be evaluated quantitatively and in good agreement with the actual feeling. This ensures uniformity of quality during the production stage of this type of manual transmission, enables accurate design during the development stage, and increases the contribution of each component to the smoothness of shift operations. By using basic data on this contribution rate, it becomes easier to set specifications that provide the desired shift feeling, and development man-hours can be significantly reduced. become.

[Brief explanation of the drawing]

FIG. 1 is a schematic sectional view showing the configuration of a synchronizer in a transmission to which the present invention is applied, and FIGS. 2 a to f are explanatory diagrams showing each operating stage during a shift operation of the synchronizer. FIG. 3 is a diagram showing changes in various data over time during a shift operation, and FIG. 4 is a configuration diagram of a test device used to implement the present invention. A...Transmission, B...Shift lever,
1... Synchronous meshing device, 4... Sleeve, 7... Gear spline, 9... Synchronizer ring, 4b, 7
b, 9b...Spline inch yanhua.

[Claims]

1. Quantitatively evaluate the smoothness of the shift operation in a manual transmission configured to put one of a plurality of gear trains into a power transmission state via a synchronized meshing device by selecting and shifting a shift lever. In this method, the temporal change in the load acting on the shift lever during a shift operation is measured, and this measurement data is used to ensure that the sleeve of the synchronizer and the gear spline are synchronized during the shift operation. After the sleeve and the synchronizer ring's spline fronts have been removed, the impulse from the time when the sleeve meets the spline fronts of the gear spline until the time when both spline fronts are finished is calculated. A shift feeling evaluation method characterized by evaluating the smoothness of a shift operation based on impulse.