JPH0534998Y2 - - Google Patents

Description

[Detailed explanation of the idea] [Industrial application field]

The present invention relates to a clutch brake control device.
More particularly, the present invention relates to a control device for a clutch brake, which brakes the input shaft of a transmission connected to the clutch during shifting into at least some gear positions.

[Summary of the idea]

In this invention, when the clutch is disengaged to shift the transmission, the clutch is disengaged while the clutch brake is operated, and this allows the clutch to be disengaged until the gear can be shifted. This is to save time.

[Conventional technology]

Even in a transmission equipped with a synchronizer, a synchronizer is usually not provided at the lower gear position, and for example, a synchronizer is not provided for gears such as first speed and reverse gears. Therefore, when shifting to such a lower gear position, it is necessary to stop the rotation of the disengaged clutch with the vehicle completely stopped before shifting.
This will cause gear noise. In this way, when performing a gear shift operation to a lower gear without a synchronizer, the gear shift cannot be performed unless the clutch is completely stopped. In large vehicles such as trucks, the inertia of the clutch is large, so it takes several seconds for the clutch to come to a complete standstill. Therefore, there is a drawback that the time required for shifting is increased, and in order to overcome this problem, a clutch brake has been installed in the transmission. The clutch brake forcibly controls the countershaft that is interlocked with the clutch, thereby reducing the time required for shifting.

[Problem that the invention attempts to solve]

As described above, in conventional transmissions, when shifting to a lower gear position, the clutch brake is operated to forcibly stop rotation of the clutch. Even in a transmission that uses an actuator to automatically change gears, braking is similarly performed using a clutch brake. However, in the past, the clutch brake was applied after the clutch was disengaged, which did not necessarily shorten the time required to complete the gear shift sufficiently, and it took a relatively long time. The drawback was that it could not be operated. The present invention has been developed in view of the above-mentioned problems, and it is an object of the present invention to provide a clutch brake control device that further reduces the time required for a gear shifting operation.

[Means to solve the problem]

The present invention provides a clutch brake for braking an input shaft of a transmission connected to a clutch during shifting to at least some gear positions, which brakes an end of a countershaft of the transmission. The clutch brake is constituted by a hydraulic cylinder, and the transmission is provided with a shift actuator and a selection actuator, and gears are selected by these pair of actuators, and the clutch is moved in and out of the clutch. A clutch actuator is provided to disengage the clutch when selecting a gear of the transmission, and to disengage the clutch after selecting a gear. the clutch is thereby engaged, and an electronic control unit controls the hydraulic cylinder to actuate the clutch brake prior to disengaging the clutch by the clutch actuator. The present invention relates to a clutch brake control device characterized by:

[Effect]

When shifting is performed by selecting gears using the transmission's shift actuator and select actuator, the hydraulic cylinder is first controlled by the electronic control unit, and the hydraulic cylinder is controlled to disengage the clutch. The clutch brake is activated first. Thereafter, the clutch is disengaged by the clutch actuator, and the transmission gear is selected by combining the operations of the shift actuator and the select actuator. After the gear selection is completed, the clutch actuator connects the clutch.

【Example】

The present invention will be explained below with reference to an illustrated embodiment.
FIG. 2 shows an automobile engine used in combination with an automatic transmission according to an embodiment of the present invention, and this engine is comprised of, for example, a diesel engine 10 for a truck. And on the side of this engine 10,
A fuel injection pump 11 is provided to sequentially inject and supply fuel to each cylinder of the engine 10. Furthermore, this fuel injection pump 1
1 is driven by the engine 10 via a timer 12, and the timer 12 adjusts the injection timing. The fuel injection pump 11 also includes an actuator 13, which moves a control rack to control the amount of fuel supplied. and actuator 1
3 is controlled by a microcomputer 14. The microcomputer 14 is configured to receive the detection outputs of a rotation detection sensor 15 for detecting the rotation of the engine 10 and a rack position sensor 16 for detecting the rack position of the fuel injection pump 11, respectively. A flywheel housing 17 is provided on the rear side of the engine 10, and a transmission 18 is arranged on the rear side of the housing 17. and flywheel housing 17
A clutch 31 on the rear side of the flywheel disposed inside the flywheel is controlled in its approach and separation by a clutch actuator 19. The transmission 18 also includes a shift actuator 20 and a select actuator 21 for selecting gear positions. The transmission 18 is also provided with a vehicle speed sensor 22 that detects the rotation speed on the output side of the transmission 18 and a gear position sensor 25 that detects the gear position of the transmission 18. The output of 25 is input to the microcomputer 14. Furthermore, an accelerator stroke sensor 24 for detecting the amount of depression of the accelerator pedal 23 is connected to the microcomputer 14. Further, a controller 26 is connected to the microcomputer 14. This controller 26 is equipped with a shift lever 27, and the microcomputer 1 is controlled by this shift lever 27.
4 to cause the transmission 18 to change gears. That is, in the case of starting, by moving the shift lever 27 to position D, the starting operation is automatically performed based on the microcomputer 14. Next, to explain the structure of the transmission 18, as shown in FIG. is provided. This clutch 31 is connected to a drive pinion 32 of the transmission 18, and the drive pinion 32 is adapted to mesh with a counter drive gear 34 fixed to a counter shaft 33. The countershaft 33 is equipped with reverse gear, from the right end in FIG.
1st, 2nd, 3rd, and 4th speed drive gears 35~
39 is installed. And these gears 3
5 to 39 are reverse, 1st gear, 2nd gear, and 3rd gear respectively.
and 4th speed gears 40 to 44, respectively. Note that the drive pinion 32 is directly connected to the main shaft to form five speeds. Also, a 2nd speed gear 42 and a 3rd gear gear 43
An engagement device 47 with a synchronizer is provided between the
However, the 4th speed gear 44 and the 5th gear gear 3
Similarly, an engagement device 48 with a synchronizer is disposed between the two. On the other hand, an engagement device 49 that does not include a synchronizer between the reverse speed change gear 40 and the first speed change gear 41
is provided. Furthermore, this transmission 18 is provided with a clutch brake 51. The clutch brake 51 is composed of a cylinder, and a piston 52 is slidably held within the clutch brake 51. The piston 52 faces a disk 53 fixed to the tip of the countershaft 33. Therefore, when the piston 52 is pressed against the disk 53, a braking operation is performed. A solenoid valve 54 is provided for supplying oil to the cylinders constituting the clutch brake 51, and the solenoid coil of this solenoid valve 54 is controlled by the microcomputer 14 shown in FIG. ing. Next, the general operation of the automatic transmission 18 having the above configuration will be explained.
When the driver operates the shift lever 27 of the controller 26 and, for example, switches the shift lever 27 to the D position, the transmission 18 automatically changes gears by the operation of the microcomputer 14. It is beginning to be practiced. That is, the microcomputer 14 reads the vehicle speed using the vehicle speed sensor 22, and
The amount of depression of the accelerator pedal 23 is read from the accelerator stroke sensor 24, and the optimum gear position is calculated based on this information. Then, automatic gear shifting is performed to achieve this gear position. This automatic gear shift is first performed by the microcomputer 1.
Clutch actuator 19 based on the instructions of 4.
, the clutch 31 is disengaged, and the microcomputer 14 moves the engagement devices 47, 48, 49 using the shift actuator 20 and the select actuator 21 to select the optimum speed change gear. When this shift operation is completed, the clutch actuator 1 is pressed again.
9 and move the clutch 31 to the flywheel 3.
Combine with 0. At this time, the microcomputer 14 supplies a control signal to the actuator 13 to increase the amount of fuel supplied to the engine 10 by the actuator 13. Further, in this automatic transmission 18, when engagement is performed by an engagement device 49 not provided with a synchronizer, the clutch brake 5
1 is used to brake the clutch 31. That is, when shifting to a constant mesh gear without a synchronizer, gear noise may occur if the countershaft 33 does not come to a complete standstill. So solenoid valve 5
4 is opened to supply oil into the clutch brake 51, and the piston 52 is pressed against the disk 53, so that the countershaft 3 which is interlocked with the clutch 31
I am trying to forcibly stop the rotation of 3. Therefore, it is possible to perform a speed change operation using the engagement device 49 without a synchronizer without causing gear noise. Further, the braking by the clutch brake 51 is performed prior to the disengagement of the clutch 31, thereby shortening the time required for shifting. That is, as shown in FIG. 4, the microcomputer 14 determines whether there is a shift signal or not, and if there is a shift signal, whether or not the gear is shifted to a gear position that requires braking by the clutch brake 51. make a decision. When it is necessary to operate the clutch brake 51, the microcomputer 14 supplies a control signal to the solenoid valve 54 to open the solenoid valve 54 and start braking by the clutch brake 51. Next, the microcomputer 14 supplies a control signal to the actuator 19, which causes the clutch 31 to be disengaged. In addition, if the clutch brake 51 is not required, the clutch 31 can be used directly.
will be cut. In this way, the clutch brake 5 according to this embodiment
1, when it is necessary to brake this clutch brake 51, the braking operation is performed prior to the disconnection operation of the clutch 31, thereby stopping the countershaft 33 more quickly. . Therefore, the time required to reach a state in which gear can be engaged is shortened, thereby making it possible to shorten the time required for a gear shift operation.

[Effect of the idea]

As described above, the present invention constitutes a clutch brake using a hydraulic cylinder that brakes the end of the countershaft of the transmission, and the transmission is provided with a shift actuator and a select actuator, and these pair The actuator selects the gear,
In addition, a clutch actuator is provided to control the engagement and disengagement of the clutch, and the clutch actuator disengages the clutch when selecting a gear for the transmission. The clutch is connected by a clutch, the hydraulic cylinder is controlled by an electronic control device, and the clutch brake is operated by a clutch actuator prior to disengaging the clutch. be. Therefore, when performing a speed change operation using the shift actuator and select actuator of the transmission, the hydraulic cylinder is first controlled by the electronic control device, and the clutch brake is operated before the clutch is disengaged. The clutch is disengaged while the clutch brake is applied, and a shift actuator and a select actuator are used to perform a speed change operation. Therefore, it is possible to shorten the time required to reach a state in which gears can be changed, and the time required for gear shifting operations in mechanical automatic transmissions that combine a shift actuator, a select actuator, and a clutch actuator can be significantly reduced. This will make it possible to provide a mechanical automatic transmission that can quickly change gears. In addition, the clutch brake for braking the input shaft of the transmission is composed of a hydraulic cylinder that brakes the end of the countershaft, so its structure can be simplified, and the structure of the transmission can be simplified. Don't make it complicated.

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the gist of the invention, Figure 2
Fig. 3 is a block diagram showing a clutch brake control device according to an embodiment of the present invention, Fig. 3 is a diagram of a transmission in which this clutch brake is installed, and Fig. 4 is a diagram showing a control system for a clutch brake in accordance with an embodiment of the present invention. It is a flowchart. In addition, in the reference numbers used in the drawings, 14...microcomputer, 18...transmission, 19...clutch actuator, 20...
Shift actuator, 21... Select actuator, 22... Vehicle speed sensor, 23... Accelerator pedal, 24... Accelerator stroke sensor, 25... Gear position sensor, 26... Controller, 27... Shift lever, 31... ...Clutch, 33...Counter shaft, 34...Counter drive gear, 35-39...Drive gear, 40
~44... Speed change gear, 47, 48... Engagement device with synchronizer, 49... Engagement device without synchronizer, 51... Clutch brake, 5
2... Piston, 53... Disk, 54... Solenoid valve.

Claims (1)

[Claims for Utility Model Registration] A clutch brake for braking an input shaft of a transmission connected to a clutch during shifting to at least some gear positions, comprising: an end of a countershaft of said transmission; The clutch brake is configured by a hydraulic cylinder that brakes the transmission, and the transmission is provided with a shift actuator and a selection actuator, and the pair of actuators selects the gear, and A clutch actuator is provided to control engagement and disengagement of the clutch, and the clutch actuator disengages the clutch when selecting a gear of the transmission, and also disengages the clutch after selecting a gear. an actuator for connecting the clutch; an electronic control unit for controlling the hydraulic cylinder; and prior to disengaging the clutch by the clutch actuator, the clutch brake is A clutch brake control device characterized in that the clutch brake is operated.