JPH0612301Y2 - Counter Shaft Break Device for Vehicle Transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an improvement of a counter shaft brake device for a vehicle transmission.

<Prior Art> As a conventional example of a countershaft brake device, in order to shorten the shift switching time to a shift stage (first gear, reverse gear) having no synchronizing mechanism, the countershaft is forced to rotate by braking force. There is a device for lowering the shift to perform shift switching (Japanese Utility Model Laid-Open No. 60-103749, Japanese Utility Model Application 60).
-122410, Japanese Utility Model Application No. 60-162429, and Japanese Utility Model Application No. 60-163697).

<Problems to be Solved by the Invention> By the way, in a constant mesh type transmission, when the vehicle is stopped with the clutch engaged, the gears of the transmission are rotated while the engine rotation fluctuation is received. When the rotation fluctuation is small, the rotation fluctuation can be absorbed by the spring provided in the clutch. However, when the rotation fluctuation becomes large, the spring cannot absorb the rotation fluctuation and backlash causes rattling noise in the gear of the transmission ( Hereinafter, it will be referred to as rattling noise) and the driving feeling will be deteriorated.

Also, when shifting is performed to a shift stage that does not have a synchronizing mechanism while the vehicle is stopped, rotation of the counter shaft is less likely to decrease even if the counter shaft brake device is actuated by the inertial force of the clutch disc, the counter shaft, and the gear, and the shift switching time is long. There is a problem that gears are generated when shifting or shifting.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a countershaft braking device for a vehicle transmission that can reduce rattle noise and suppress gear noise while shortening shift switching time. To aim.

<Means for Solving Problems> Therefore, according to the present invention, the friction plate is provided on the friction disc provided on the counter shaft of the transmission.
Restraint means for restraining the rotation of the counter shaft by pressing the fluid pressure supplied by the fluid pressure supply means having fluid pressure control means for controlling the fluid pressure in two steps, a shift lever position detection for detecting the shift lever position. Means, a rotation speed detection means for detecting the engine rotation speed,
The clutch position detecting means for detecting the disengaged / engaged state of the clutch, and the first state when the shift lever position is in the neutral position, the engine speed is equal to or lower than a predetermined value, and the clutch is in the engaged state based on the detection signals of these detecting means And a second state when the clutch is in a disengaged state in a shift switching state where the shift lever position does not have a synchronizing mechanism,
Fluid pressure is supplied to the restraint means, and the fluid pressure supply is stopped except in the first and second states. In the first state, the fluid pressure controlled to a low pressure by the fluid pressure control means is applied to the restraint means. In the second state, the fluid pressure control means controls the fluid pressure supply means so as to supply the fluid pressure controlled to a high pressure by the fluid pressure control means to the restraining means.

<Operation> In this way, by controlling the fluid pressure in two stages, it is possible to restrain the counter shaft with different pressure contact forces when shifting to a shift stage having no synchronizing mechanism and when the vehicle is stopped. Sometimes the counter shaft can be unconstrained.

<Embodiment> An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows a first embodiment of the present invention.

In the figure, a transmission 1 is provided with a main drive gear 2 connected to an output shaft of an engine via a clutch (not shown). The main drive gear 2 has a counter drive mounted on a counter shaft 3. The gear 3a is meshed. On the other hand, the transmission 1 has a propeller shaft (not shown) that transmits a driving force to driving wheels (not shown).
There is provided a main shaft 4 connected to the. The main gear of the main shaft 4 and the counter gear of the counter shaft 3 mesh with each other.

Further, one end of the counter shaft 3 is formed to project to the outside of the main body of the transmission 1, and a disc-shaped friction disc 5 is attached to this projecting portion.

A pressure vessel 6 is provided on the outer wall of the transmission 1 so as to surround the friction disc 5, and a pressure chamber 8 is defined in the pressure vessel 6 by a diaphragm 7.
The diaphragm 7 has a plate-shaped friction plate 9
The friction plate 9 is configured to move substantially parallel to the axis of the counter shaft 3 and to be pressed against the friction disc 5. Therefore, the diaphragm 7, the pressure chamber 8 and the friction plate 9 constitute a restraint means. Then, a fluid pressure supply means for supplying a fluid pressure to the restraint means is provided. This fluid pressure supply means has a high fluid pressure.
Fluid pressure control means for controlling in two low stages is provided. The fluid pressure supply means is configured as follows. That is, the pressure chamber 8 is communicated with the a port of the first solenoid valve 10, and the b port of the first solenoid valve 10 is communicated with the discharge port of the double check valve 11. The first solenoid valve 10 is configured to be energized by a control device 12 as a control means, and open the port a to the atmosphere when not energized, while communicating the port a with the port a of the double check valve 11 when energized. Has been done.

The b port of the double check valve 11 is an air chamber.
The outlet port of the air chamber 13 is communicated with the outlet port of the pressure reducing valve 14. The inlet port of the pressure reducing valve 14 communicates with the outlet port of the accumulator 15, and the outlet port of the accumulator 15 communicates with the a port of the second solenoid valve 16. The b port of the second solenoid valve 16 is communicated with the c port of the double check valve 11.

The second solenoid valve 16 is controlled to be energized by the control device 12, and is configured to open the b port to the atmosphere when energized and connect the a port and the b port when deenergized.

The pressure reducing valve 14 is configured to reduce the pressure of the air in the accumulator 15 by a predetermined value and supply it to the b port of the double check valve 11. Also, double check valve 11
Is the air with the higher pressure of port b or port a.
It is configured to supply to the b port of the first solenoid valve 10 via the port.

The control device 12 is connected with a rotation speed sensor 17 as rotation speed detection means for detecting an engine rotation speed, a shift lever position detection sensor 18 as shift lever position detection means for detecting shift lever position, and a clutch ( A detection signal is input from a clutch position detection sensor 19 serving as a clutch position detection unit that detects whether it is in the ON state or the disengaged (OFF) state.

Based on the detection signal of the shift lever position detection sensor 18, the control device 12 controls the first and second solenoid valves 10 and 16 at the time of shift switching to a shift stage (for example, the first speed stage or the reverse stage) that does not have a synchronizing mechanism. Energize. Further, the control device 12 controls the first solenoid valve when the shift lever is in the neutral position, the engine speed is equal to or lower than a predetermined value, and the clutch is in the engaged state.
Energize 10 and deenergize the second solenoid valve 16. Further, the control device 12 deenergizes both the first and second solenoid valves 10 and 16 in the normal operation state other than the above.

Here, the first solenoid valve 10, the double check valve 11, the pressure reducing valve 14, and the second solenoid valve 16 constitute fluid pressure control means.

Next, the operation will be described.

The shift lever position is in the neutral state, the engine speed is equal to or lower than a predetermined value, and the clutch is in the engaged state, and the shift lever position is in a shift stage (for example, the first speed stage or the reverse stage) without the synchronizing mechanism. In the shift switching state,
In a normal state other than the second state where the clutch is in the disengaged state, the first solenoid valve 10 is de-energized and the pressure chamber 8 is opened to the atmosphere through the first solenoid valve 10, so that the friction disc 5 and the friction disk 5 are released. The plate 9 is separated. Therefore, the counter shaft 3 rotates without being restricted by the friction plate 9.

The shift lever position is neutral, the engine speed is equal to or lower than a predetermined value, and the clutch is in the engaged state.
In the state, the first and second solenoid valves 10 and 16 are energized.

Then, the double check valve 11 via the second solenoid valve 16
Since the port c is opened to the atmosphere, the air reduced in pressure by the pressure reducing valve 14 is supplied to the pressure chamber 8 through the double check valve 11 and the first electromagnetic valve 10. As a result, the diaphragm 7 is moved leftward in FIG. 1 and the friction plate 9 is pressed against the friction disc 5. Therefore, since resistance is imparted to the rotation of the counter shaft 3, even if there is a fluctuation in the rotation of the engine, for example, the tooth portions of the counter gear and the main gear are always in contact with each other at a fixed location.
Gear rattle can be prevented.

In the second state, which is the time of shifting to the shift stage having no synchronizing mechanism, the first electromagnetic valve 10 is energized while the second electromagnetic valve 16 is de-energized. And the second solenoid valve 16
Air is supplied from the accumulator 15 to the c port of the double check valve 11 via. At this time, the pressure of the air supplied from the accumulator 15 has not been reduced, so this air will not be reduced to the double check valve 11 and the first solenoid valve.
It is supplied to the pressure chamber 8 via 10.

As a result, the friction plate 9 having a larger pressure contact force than during the shift switching is pressed against the friction disc 5, so that the rotation of the counter shaft 3 can be quickly reduced and the shift switching time can be shortened.

FIG. 2 shows a modification of the same as above, but instead of the second solenoid valve 16, the accumulator 15 and the double check valve 11 when energized.
The third solenoid valve 20 is provided so as to communicate with and.

FIG. 3 shows a second embodiment of the present invention. Incidentally, the same reference numerals as those in the first embodiment are given the same reference numerals as those in FIG. 1 and their explanations are omitted.

In the figure, the b port of the first solenoid valve 10 and the air chamber 13
And an air switch (21) is provided in the communication passage. The air switch 21 is turned on when the pressure value is reduced by the pressure reducing valve 14 in the first embodiment or more.

Further, a fourth solenoid valve 22 is provided in a communication passage that connects the air chamber 13 and the accumulator 15. This 4th solenoid valve 22
Is configured to connect the air chamber 13 and the accumulator 15 when not energized, while blocking the communication between the air chamber 13 and the accumulator 15 when not energized. The power supply terminal of the fourth solenoid valve 22 is the relay contact 23a of the normally open relay 23.
Connected to the output terminal of the controller 12 via the normally open relay
The relay coil 23b of 23 is connected in series with the air switch 21.

Then, at the time of shift switching, the control device 12 energizes the first solenoid valve 10 while outputting a control signal to de-energize the fourth solenoid valve 22. Therefore, the air of the accumulator 15 is introduced into the pressure chamber 8 via the fourth solenoid valve 22, the air chamber 13 and the first solenoid valve 10. As a result, the rotation of the counter shaft 3 is restrained by the high air pressure of the accumulator 15 so that the counter shaft 3 is quickly reduced, and the shift switching time can be shortened. At this time, the air switch 21 is turned on and the relay contact 23a is closed, but the fourth solenoid valve 22 is maintained in the non-energized state.

Further, when the shift lever is in the neutral position, the engine speed is equal to or lower than the predetermined value, and the clutch is in the engaged state, the control device 12 energizes the first and fourth solenoid valves 10 and 22. To explain this in detail, first, the air of the accumulator 15 tries to flow into the pressure chamber 8 via the first and fourth solenoid valves 10 and 22, but the inlet side pressure of the first solenoid valve 10 has a predetermined value (first embodiment). When the pressure is reduced to the value reduced by the pressure reducing valve 14 in the example), the air switch 21 is turned on, the relay contact 23a of the normally open relay 23 is closed, and the fourth solenoid valve 22 is energized. Due to this energization, the air chamber 13 and the accumulator 15 are shut off and the pressure on the inlet side of the first solenoid valve 10 drops. Due to this decrease, the air switch 21 is turned off, the fourth solenoid valve 22 is de-energized, and the air supply from the accumulator 15 is started. In this way, the air pressure supplied to the pressure chamber 8 is maintained at the predetermined value by turning on / off the air switch 21, and resistance to the rotation of the counter shaft 3 can be provided to prevent rattling noise.

In the normal state other than the above, the first and fourth solenoid valves 10, 2
2 is de-energized.

<Effect of the Invention> As described above, the present invention controls the fluid pressure supplied to the means for restraining the rotation of the counter shaft by the fluid pressure in two stages to shift to the shift stage having no synchronizing mechanism. Since the counter shaft is constrained by different pressure contact forces when switching and when the vehicle is stopped, rattle noise can be prevented while shortening the shift switching time.

[Brief description of drawings]

FIG. 1 is a block diagram showing a first embodiment of the present invention, FIG. 2 is a main block diagram showing a modification of the same, and FIG. 3 is a second diagram of the present invention.
It is a block diagram which shows an Example. 1 ... Transmission, 3 ... Counter shaft, 5 ... Friction disk, 7 ... Diaphragm, 9 ... Friction plate, 10 ... 1st solenoid valve, 11 ... Double check valve, 12 ...
Control device, 14 ... Pressure reducing valve, 16 ... Second solenoid valve, 17 ... Rotation speed sensor, 18 ... Shift lever position detection sensor, 19 ... Clutch position detection sensor

Claims (1)

[Scope of utility model registration request] 1. A friction plate is brought into pressure contact with a friction disc provided on a counter shaft of a transmission by a fluid pressure supplied by a fluid pressure supply means having fluid pressure control means for controlling the fluid pressure in two stages of high and low. Restraint means for restraining the rotation of the counter shaft, shift lever position detecting means for detecting the shift lever position, rotation speed detecting means for detecting the engine speed, and clutch position detecting means for detecting the disengaged / engaged state of the clutch. On the basis of the detection signals of these detecting means, the shift lever position is in the neutral state, the engine speed is equal to or lower than a predetermined value, and the clutch is in the engaged state, and the shift lever position is not in the synchro mechanism. In the shift switching state, the fluid pressure is restricted to the second state when the clutch is in the disengaged state. And supplying the fluid pressure to the means and stopping the fluid pressure supply except in the first and second states, and in the first state, supplying the fluid pressure controlled to a low pressure by the fluid pressure control means to the restraining means, In the state, a control means for controlling the fluid pressure supply means so as to supply the fluid pressure controlled to a high pressure by the fluid pressure control means to the restraint means, Counter shaft braking device.