JPH0529260B2 - - 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 weight 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 that is 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 spline of the clutch hub and the gear spline, the gear is connected 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, both In other words, a synchronizing mechanism is provided to synchronize the rotational speed of the shaft and the 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. Then, by sliding the sleeve in the axial direction, the sleeve is sequentially engaged with the synchronizer ring and the gear spline, and in that case, the splines of the sleeve, the splines of the synchronizer ring, and the gear splines are Opposite ends of each tooth are provided with chamfers for separating the teeth into a meshable positional relationship.

(Problems to be Solved by the Invention) By the way, in the above-mentioned synchronous meshing device, when the shaft and the gear are connected by the shift operation of the shift lever, at least the synchronous movement of the sleeve and the gear spline, the sleeve The splines of the gear shifter and the spline of the synchronizer ring are separated and engaged with each other, and the splines of the sleeve and the gear spline are also separated and engaged with each other, but each of these operations is caused by the load applied to the shift lever. and the stroke of the lever. Therefore, when a shift lever is operated, the load and stroke required to perform each of the above operations sequentially and continuously change over time in a complex manner, and the magnitude and the state of change at light times affect the weight and smoothness of the shift operation. This affects the feeling of moderation, etc.

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.

To deal with this, attempts have been made to quantitatively evaluate the shift feeling, one of which is to apply the weight of the shift operation to the shift lever in order to synchronize the sleeve of the synchronizer and the gear spline. There is a method of determining the peak value or average value of the load. However, the peak value varies depending on the speed of the shift operation even for the same transmission, so it is difficult to make a unified evaluation. There is a problem in that the feeling of weight in a human hand differs depending on the amount of lever operation, so it does not correspond well to the feeling.

The present invention addresses the above-mentioned actual situation regarding transmission shift feeling, and in particular, enables quantitative and uniform evaluation of the weight 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,
In addition, at the development stage, it is possible to make accurate designs without relying on intuition, and it is also possible to quantitatively understand the contribution of each component to the weight of shift operations, making it possible to obtain the desired shift feeling. The purpose is to make the settings easier.

(Means for Solving the Problems) That is, the shift feeling evaluation method according to the present invention is such that the sleeve of the synchronizer and the spline of the synchronizer ring meet each other during a shift operation, so that the sleeve and the gear spline are synchronized. This study focuses on the fact that the amount of work applied to the shift lever during the period until the end of the above-mentioned separation between the two spline inches after the shift corresponds well to the weight of the shift operation that is felt by humans. In addition to measuring the temporal changes in the load acting on the shift lever and the stroke of the lever, these measurement data are used to determine whether the sleeve of the synchronizer meshing device meets the spline front of the synchronizer ring during the shift operation. The present invention is characterized in that the amount of work required for the period until the end of plowing through the spline inch is determined, and the weight of the shift operation is evaluated based on this amount of work.

(Function) According to the above configuration, the load and stroke required for synchronization of the sleeve and the gear spline after the sleeve and the spline front of the synchronizer ring meet during the shift operation, and the above-mentioned two steps performed subsequently. The amount of work is obtained by taking into account the load and stroke required for cutting through the spline inch. In that case, the stroke required for synchronization and the load and stroke required for separation are always approximately constant regardless of the operating speed etc. in the case of the same transmission, and the load required for synchronization is determined by the synchronization time being constant. Then, for the same transmission, it will always be approximately constant. Therefore, by comparing the amount of work during a period that includes both movements with predetermined standards, it is possible to make a unified evaluation, and this amount of work takes into account both the load size and stroke amount. Therefore, evaluation results that correspond well to the sensation of weight given to the human hand can be obtained.

(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 on 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, and 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, during the synchronization period T ₁ from time P ₁ to time 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 _V1 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 between the spline support members 4b...4b, 9b...9b becomes as shown in FIG. _2c , and the scraping operation ends. ₃ , the synchronizer ring ₉ and the synchronized gear 6 must be rotated by a certain amount relative to the sleeve 4 due to the force acting on the sleeve 4 in the direction a, as shown in FIG. 3a. Thus, a load of a predetermined magnitude continues to act on the shift lever following the synchronization period _T1 .

However, the spline chimneys 4b...4b, 9b between the sleeve 4 and the synchronizer ring 9
... 9b is completed, the load acting on the shift lever decreases rapidly, and the sleeve 4 slides in the direction a, and the teeth 4a...4a of the sleeve 4 and the teeth 9a of the synchronizer ring 9.
...9a are engaged with each other. Then, at the time point _P4 when the sleeve 4 has slid by an amount corresponding to the stroke _S4 of the shift lever shown in FIG.
As shown in FIG. 2, the spline chimneys 4b...4b of the sleeve 4 meet the spline chimneys 7b...7b of the gear spline 7, and then a sweeping operation is performed between these chimneys 4b...4b, 7b...7b.

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
...4d, 7b...3rd from point P ₄ when 7b meet
As shown in Figure a, a large load starts acting on the shift lever again, and when this load exceeds the frictional resistance, the synchronizer ring 9 and the taper cone 8, that is, the sleeve 4 and the gear spline 7 start relative rotation. . Then, at a time point _P5 when the sleeve 4 slides by an amount corresponding to the stroke _S5 of the shift lever shown in FIG.
Then, the positional relationship between the two channels 4b...4b, 7b...7b becomes the state shown in FIG. 2e. In this case, as shown in Figure 3a, the load acting on the shift lever increases once and then rapidly decreases from the time when the relative rotation starts, and at this time, as shown in Figure 3c, the load acting on the shift lever increases. At this time, a rotational speed difference of a certain amount _〓V2 occurs between the shaft 2 and the synchronized gear 6.

At this point, the sleeve 4 of P ₄ to _{P 5} and the spline chimney 4b of the gear spline 7...4
b, 7b...7b is completed, the sleeve 4 further slides to the stroke end, and as shown in FIG. 7a, 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 is connected to the shaft 2 and the synchronized gear 6 through the processes shown in FIG. 2 a to f as described above. Combine with. Further, 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. Based on the output signals b and c of the number sensor 17 and the output rotation speed sensor 18, changes in the rotational speed of the shaft 2 (output shaft 14) and the synchronized gear 6 as shown in FIG.
Further, a change in the output torque as shown in FIG. 3d is measured using the output signal d of the torque sensor 19.

Therefore, among the data indicated by the above-mentioned signals, data on the load acting on the shift lever B and data on the stroke of the lever B are determined by the personal computer 24.
The period from time P ₁ to time P ₃ indicated by the hatched area in FIG. 3, that is, the synchronization period T ₁ and the subsequent sleeve 4
and the spline chimneys 4b...4b, 9b...9b of the synchronizer ring 9 during the sweeping period _T2 , and the load is integrated with respect to the stroke, and the load is applied to the shift lever during the period ( _T1 + _T2 ). Calculate the amount of work added. Here, the above-mentioned time point P ₁ can be identified when the rate of increase in load becomes equal to or greater than a predetermined value, and time P ₃ can be detected when the rate of decrease in load becomes equal to or greater than a predetermined value. Then, calculate the amount of work between points P ₁ and _{P 3} calculated as described above against the time required during that time in Figure 5a.
The shift operation is plotted on an evaluation standard characteristic diagram as shown in FIG.

Here, to explain this evaluation criterion, during the synchronization period T ₁ from time point P ₁ to _{P 2} , the magnitude of the load acting on the shift lever is inversely proportional to the time required for this period T ₁ , so the amount of work required is also While it is approximately inversely proportional to time, the separation period from time point P ₂ to _{P 3}
In T ₂ , the load required for plowing is approximately constant, so the amount of work is also approximately constant regardless of the time required for the period T ₂ . Therefore, when a shift operation is performed for a certain transmission, the time point P ₁ ~
Assuming that the amount of work during P ₃ was W, this amount of work is divided into the amount of work W ₁ which is approximately inversely proportional to the required time during the synchronous period T ₁ , and the amount of work W ₂ which is approximately constant during the separation period T ₂ . is the sum of Then, when performing multiple shift operations on this transmission, the total time required between points P ₁ to _{P 3} is t, t', t'', etc., and the total workload is W,
Assuming that W′, W″, etc., each measurement point Q,
Q′, Q″… are inversely proportional areas as shown in Figure 5 a.
A line X is drawn indicating the area that is the sum of x' and the constant area x''.

Therefore, if we use the above line By comparing this with the reference line X, the severity of the shift operation of the transmission can be evaluated. In other words, for example, in the case of a transmission where the cause of heavy shift operation is the synchronization period _T1 , the amount of work in the inversely proportional region x' becomes large, and the measurement point _Q1 ,
Q ₁ ′, Q ₁ ″... will be distributed as shown in Figure 5b, and in the case of a transmission whose cause is in the separation period T ₂ , the amount of work in a certain area x″ will be large. , the measurement point with respect to the reference line
Q ₂ , Q ₂ ′, Q ₂ ″... are distributed as shown in Figure 5c.

In this way, the spline chimneys 4b...4b, 9 of the sleeve 4 and the synchronizer ring 9 are
Find the amount of work applied to the shift lever during the period (T ₁ + T 2 ) from the encounter of b...9b, that is, the time P ₁ at the start of synchronization to the time P ₃ at the end of scraping both spline inch wheels 4b... _4b , 9b...9b, By comparing this with a predetermined reference characteristic, the weight of the shift operation can be quantitatively evaluated. In that case, for the same transmission, constant characteristics can be obtained for the required time regardless of the speed of the shift operation or the method of applying force, so by comparing this with the above standard characteristics. A unified evaluation will then be conducted. In addition, since the amount of work mentioned above takes into account the size of the load and the element of stroke, it corresponds well to the feeling of weight given to a human hand during a shift operation, and it is possible to obtain an evaluation that is suitable for the feeling. become.

(Effects of the Invention) As described above, according to the shift feeling evaluation method according to the present invention, the weight of a shift operation can be evaluated quantitatively and uniformly, and moreover, in a manner that closely matches 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 weight of the shift operation. 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 of changes over time of various data during shift operation, Fig. 4 is a configuration diagram of the test equipment used to implement the present invention, and Figs. 5 a to c show specific examples of evaluation for each transmission. FIG. 4 is a workload characteristic diagram shown respectively. A...Transmission, B...Shift lever, 1...Synchronous meshing device, 4...Sleeve, 9...
...Synchronizer ring, 4b, 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 and the stroke of the lever during the shift operation are measured, and these measurement data are used to evaluate the synchronization meshing device during the shift operation. After the sleeve and the gear spline are synchronized and the spline inch front of the sleeve and the synchronizer ring is finished, the period from when the sleeve meets the spline inch front of the gear spline until the end of the scraping of both spline inch fronts. A shift feeling evaluation method is characterized in that the amount of work is determined and the smoothness of the shift operation is evaluated based on this amount of work.