JPH0617912A - Transmission device for vehicle - Google Patents

Abstract

PURPOSE:To obtain a transmission device which can easily attain transmission operation and is advantageous in a cost and weight. CONSTITUTION:A shift-up lever 15 and a shift-down lever 16 which respectively extend left and right directions are installed on a shaft of a steering mechanism 13. The levers 15, 16 can oscillate in front and rear directions independently on each other. When a driver pulls the levers foreward, an operation condition is brought about, and when the driver releases them, a non-operation condition is brought about. The levers 15 and 16 are interlocked with the steering mechanism 13 with one twentieth speed. In order to start a vehicle from a stopped condition, it is judged whether the levers 15, 16 are operated or not. When the shift-down lever 16 is operated once, a reverse condition is established. When the shift-up lever 15 is operated once, a first speed condition is established. When both of the levers are operated, a neutral condition is established by a control unit 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle transmission,
In particular, it relates to improvements in mechanical transmissions.

[0002]

2. Description of the Related Art Transmissions mounted on vehicles include an automatic transmission that automatically shifts gears and a manual transmission that shifts manually by a driver. An automatic transmission is usually configured by a speed change gear mechanism that is a combination of a torque converter and a planetary gear mechanism. This type of automatic transmission is heavier than a manual transmission, and inevitably causes a loss of rotational power due to the torque converter, which deteriorates fuel efficiency by about 20%. Furthermore, there is a possibility that an inappropriate shift may be performed by adjusting the shift point.

Further, in other automatic transmissions, the structure becomes complicated and the number of parts increases, which is disadvantageous in cost. On the other hand, in the conventional manual transmission, the driver performs the gear shifting operation by selecting the clutch work and the gear position. Can not be achieved.

Japanese Unexamined Patent Publication (Kokai) No. 2-8545 discloses a vehicle equipped with an automatic transmission capable of manual shift operation. However, this transmission does not solve the disadvantages of conventional automatic transmissions. Therefore, the present invention
It is an object of the present invention to provide a transmission device that solves the above-mentioned problems and that can easily perform a shift operation and that is advantageous in terms of cost and weight.

[0005]

In order to solve the above problems, the present invention is configured as follows. A transmission of a vehicle according to the present invention includes a steering mechanism operated by a driver in a vehicle compartment, that is, a shift-up operation unit that is provided in the vicinity of a steering wheel and acts on a transmission to shift up.
Shift down operation means that is provided in the vicinity of the steering mechanism so as to be operable separately from the shift up operation means and operates the transmission to perform down shift, and signals from the shift up operation means and the shift down operation means A clutch control actuator for operating a clutch of the transmission in accordance with the above, and a shift selection actuator for performing an operation of selecting a predetermined gear stage of the transmission in response to signals from the shift-up operation means and the shift-down operation means. Equipped with.

In a preferred mode, the shift-up operating means and the shift-down operating means are constituted by levers that can be operated independently. Also, a button may be used instead of the lever. When the lever is used, it is desirable that the lever is configured to interlock with the rotation operation of the steering mechanism by the driver within a predetermined angle range. This is for ensuring stable operation of the shift down operation means or the shift up operation means regardless of the steering wheel operation. Further, the lever may be configured to interlock with the steering mechanism operated by the driver at a rotational speed ratio lower than the rotational speed.

In a preferred mode, the transmission is set to the neutral state when both the shift-up operating means and the shift-down operating means are operated simultaneously. In this case, when the shift-up operation means or the shift-down operation means is operated from the neutral state, a different gear stage is selected and set according to the vehicle speed. Further, when the downshift operation means is operated while the vehicle is stopped, the reverse state is achieved. on the other hand,
When the shift-up operation means is operated in the stopped state, the first speed state is obtained.

[0008]

According to the present invention, the shift-up operating means and the shift-down operating means are operated independently by a lever extending near the steering mechanism, that is, along the spokes of the steering wheel, or by a button mounted near the steering wheel. It is possible.

When this operating means is operated, the signal is input to the actuator of the transmission. The actuator is activated based on this signal, and the clutch and the speed change mechanism are operated to achieve a predetermined speed change operation. For example,
Whenever you operate the shift-up operation means,
The gear shifts to the high speed side one by one. On the contrary, when the downshift operating means is operated from the state of a certain shift stage, the shift stage shifts to the low speed side by one each time the operation is performed. When the downshift operation means is operated in the stopped state when the shift speed is the first speed, the reverse state is achieved. When the vehicle is already in the reverse state, the reverse state is released and the first speed is achieved.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. In this example, the present invention is applied to a transmission having five forward gears and one reverse gear. Referring to FIGS. 1 and 2,
A vehicle to which the present invention is applied includes an engine 1 and a transmission 4 having a transmission mechanism 3 configured by using parallel gears connected to an output side of the engine 1 via a clutch mechanism 2. .

The engine 1 of this example is preferably controlled by a control unit 5 including a microcomputer. The control unit 5 includes an engine speed sensor 6 for detecting the engine speed, an output shaft speed sensor 7 for detecting the vehicle speed by detecting the speed of the output shaft of the transmission 4, and a driver operated by the driver. , A driving mode switch 8 for selecting a driving mode such as a power mode and an economy mode, a brake oil pressure sensor 10 connected to the brake pedal 9 for detecting whether the brake pedal is operated and a brake oil pressure, and an accelerator pedal 11 A signal from a throttle opening sensor 12 or the like for detecting the degree of depression of the accelerator pedal 11, that is, the throttle opening is input.

A steering mechanism 13 that is operated by a driver, that is, a steering wheel is arranged in a vehicle compartment.
The handle is connected by a spoke portion 14 to a central shaft portion so as to rotate integrally therewith. A shift-up lever 15 and a shift-down lever 16 extending to the left and right sides are attached to the shaft portion of the steering mechanism 13. Referring also to FIG. 3, these levers 1
Reference numerals 5 and 16 are attached behind the upper portion of the spoke portion 14 of the handle 13 so as to partially overlap with each other. The levers 15 and 16 can be independently rocked back and forth. When the driver pulls the lever toward you, the lever 15 and 16 are in the operating state, and when released, the lever is returned to the non-operating state. A signal indicating the operating state of the levers 15 and 16 is also input to the control unit 5. A gear stage display device 17 for displaying the selected gear stage is attached to the top surface of the shaft portion of the handle 13. This display device 17 is, for example, "R", "N",
Display such as "1", "2", "3", "4" and "5" is performed. This signal is also input to the control unit 5.

The transmission 4 has clutch control actuators 18 and 19 for controlling the hydraulic pressure of the clutch mechanism, and switching devices 20 and 21 including step motors for switching the transmission gears are provided.
When performing shift control, the control unit 5 controls the clutch control actuators 18 and 19 by outputting control signals to the step motors of the switching devices 20 and 21.

Referring to FIG. 4, the levers 15 and 1 of this example are shown.
An exploded view of the mounting structure of 6 is shown. Behind the steering mechanism 13, a ring gear 22, a sun gear 23,
A reduction gear having a planetary gear mechanism including a carrier 24 and a pinion 25 is provided, the levers 15 and 16 are attached to the carrier 24 of the reduction gear, and the steering mechanism 13 is attached to the sun gear 23. In this example,
The ratio of the number of teeth of the carrier 24 and the number of teeth of the sun gear 23 is 12
Since the pair is 1, the levers 15 and 16 interlock with the steering mechanism 13 at a speed of 1/12 when the steering mechanism 13 rotates.

Referring to FIG. 5, the structure of the transmission according to one embodiment of the present invention is shown in skeleton. Transmission 4
Includes a clutch mechanism 2 adjacent to the output side of the engine 1 and a parallel gear type gear shift mechanism 3 adjacent to the clutch mechanism 2.
Two clutch mechanisms 2 according to this example are provided coaxially. That is, it has the 1st clutch 26 which has a donut-shaped clutch plate, and the 2nd clutch 27 provided inside this. The clutch case 28 of the first and second clutches 26 and 27 is common, and the output shaft 2 of the engine is
It is connected to 9. The output shaft 30 of the first clutch is hollow and is continuous with the first input shaft 31 of the speed change mechanism. A gear 32 that transmits power from the first clutch 26 is attached to the first input shaft 31. The output shaft 33 of the second clutch extends in a nested manner within the output shaft 30 of the first clutch and is continuous with the second input shaft 34. Second input shaft 3
A gear 35 for transmitting power to the speed change mechanism is also attached to the gear 4.

A first counter shaft 36 is provided in parallel with the first and second input shafts 31 and 34, and the first counter 36 is provided.
A gear 37 that meshes with the gear 32 on the first input shaft 31 is provided on the shaft. Further, on the first counter shaft 36, the third speed drive gear 38, the first speed drive gear 39,
A reverse drive gear 40 and a fifth speed drive gear 41 are provided. Further, a hollow second counter shaft 42 is fitted on the first counter shaft 36, and the second counter shaft 4 is
A gear 43 that meshes with the gear 35 on the second input shaft 42 and a second-speed drive gear 44 are provided on the second gear 2. Further, an output shaft 45 is provided coaxially with the first and second input shafts 31 and 34 on the extension line of the second input shaft 34.

On the output shaft, the second speed, the third speed, the first speed,
Reverse and fifth driven gears 46, 47, 48, 49, 5
0 is provided for each. Alternatively, a 2-4 switching device 51, which is a switching device for connecting and disconnecting the second input shaft 34 and the output shaft 45, is provided. Further, a 1-3 switching device 52 is also provided between the driven gear for the third speed and the driven gear for the first speed on the output shaft.
5-R between the reverse driven gear and the 5th speed driven gear
Switching devices 53 are provided respectively.

Referring to FIG. 6, there is shown a schematic structure of a device for controlling the connection / disconnection of the clutch mechanism 2. First and second
The clutches 26 and 27 include first solenoid valves and second solenoid valves 18 and 19 that form an actuator. The control unit 5 includes the first and second
By outputting a control signal to the solenoid valves 18 and 19, the hydraulic pressure from the hydraulic pressure source 54 is transmitted through the first and second solenoid valves 18 and 19 to the hydraulic chambers 55 and 56 of the first and second clutches 26 and 27. It is designed to be introduced selectively.

Further, as shown in FIG. 7, the 2-4 switching device 51 of this embodiment includes a 2-4 shift fork 57 and the 2-4 shift fork 57.
-4 2-4 for moving the shift fork 57 in the axial direction
A change drum 58 and a step motor 59 that rotates the shaft of the change drum by a predetermined amount are provided. Two
-4 The change drum 58 has an engaging groove 60 around the entire circumference.
The shift fork 57 is formed in this groove.
A pin 61 projecting from the engagement is engaged. The engagement groove 60 is not uniform in the circumferential direction, and when the change drum 58 rotates,
The axial engagement position between the pin 61 and the engagement groove 60 is changed.

Therefore, when the 2-4 change drum 58 is rotated by the step motor 59, the shift fork 57 moves in the axial direction, and the second input shaft 34 and the output shaft 4 are moved.
Connect and disconnect 5. The step motor 59 is connected to the control unit 5 and is controlled according to a signal from the control unit 5. The transmission mechanism 3 of this example further includes 1-3 switching devices 52 and 5-.
An R switching device 53 is provided, and a 1-3 shift fork 62 and a 5-R shift fork 63 provided on a common shaft are provided. It can be rotated in parallel with this 1,
3, 5 and R change drum 64 are provided, engaging groove 6
5, 66 are pins 67, 68 of the shift forks 62, 63
Is formed to engage with. Further, 1, 3, 5, R stepping motors 69 are provided to rotate the change drum 64. Similar to the operation of the 2-4 switching device 51 described above, when the change drum 64 is rotated by the step motor 69, the engaging grooves 65, 6 are correspondingly rotated.
The pins 67 and 68 engaged with 6 move in the axial direction to move the shift forks 62 and 63 to switch the shift speed.

In this example, the 2-4 switching device 51
When the second input shaft 34 and the output shaft 45 are coupled by the operation of, the second input shaft 34 and the output shaft 45 are directly connected to the engine 1 via the second clutch 27. That is,
The fourth speed state or the second speed state is obtained. Since the first clutch and the second clutch 26, 27 are separately operable in this way, the gear shifting operation can be performed quickly and smoothly. The case of shifting up from the first speed state to the second speed state will be described. When the first speed state is established, the large diameter first clutch 26
The engine power is transmitted from the gear 32 through the first clutch 26 to the first speed drive gear 39 and the driven gear 48 through the first counter shaft 36, and the output shaft 45
Is transmitted to the rear wheels. On the other hand, in this case, the control unit 5 turns off the second solenoid valve 19, and therefore the hydraulic chamber 56 of the second clutch 19 is in the off state.
No hydraulic pressure is introduced into the unit and it is in the released state. But,
The control unit 5 sends a signal to the step motor 59 to operate the 2-4 switching device 51 before the gear shift command to the second speed is issued. Then, the 2-4 shift fork 57 is operated to keep the second speed driven gear 46 and the output shaft 45 in a coupled state. When the shift-up signal for the second speed is input to the control unit 5, the control unit 5 turns off the first solenoid valve 18 to release the hydraulic pressure in the hydraulic chamber 55 of the first clutch 26, and The second solenoid valve 19 is turned on to introduce a hydraulic pressure into the hydraulic chamber 56 of the second clutch 27 to connect the second clutch 27. As a result, the engine power is transmitted via the second clutch 27 to the gear 35 and the gear 4
3, the second counter shaft 42, the second speed drive gear 44, and the second speed driven gear 46 are transmitted to the output shaft 45.
Therefore, in the structure of this example, the 2-4 shift fork 51 operates to output the second speed driven gear 46 and the output shaft 45 before the control unit 5 is instructed to shift to the second speed.
Therefore, the second gear can be established only by operating the clutch mechanism 2 when a shift command is issued. As a result, a speedy and smooth gear shift operation is possible. Similarly, shifting from the second speed to the third speed, from the third speed to the fourth speed, and from the fourth speed to the fifth speed can be performed substantially only by controlling the clutch mechanism. It should be noted that there may be a case where both the switching devices 51, 52, 53 and the control of the clutch mechanism 2 are required for the shift to the reverse, but there is no problem in this shift operation because there is no request for quickness and smooth shift. .

Referring to FIG. 8, a transmission according to another structure applicable to the present invention is shown in the form of a skeleton. The transmission 4 of this example is used in a front-wheel drive vehicle. Also in this example, the clutch case 28 of the first and second clutches 26 and 27 is common and is coupled to the output shaft 29 of the engine. The output shaft 30 of the first clutch 26 is hollow and continuous with the first input shaft 31 of the speed change mechanism. The first input shaft 31 is provided with a third speed drive gear 70, a first speed drive gear 71, and a fifth speed drive gear 72. A reverse drive gear 73 is provided between the third speed drive gear and the first speed drive gear. In the structure of this example, a 1-5 switching device 74 is provided between the first-speed drive gear 71 and the fifth-speed drive gear 72. The output shaft 33 of the second clutch 27 extends in the output shaft 30 of the first clutch in a nested manner. The output shaft 33 of the second clutch 27 protruding from the first input shaft 30 is provided with a fourth speed drive gear 75 and a second speed drive gear 76. A 2-4 switching device 77 is provided between the fourth and second speed drive gears 75 and 76. A counter shaft 78 is provided in parallel with the first and second input shafts 31 and 34.
The counter shaft 78 is provided with a third speed driven gear, a reverse driven gear, a first speed driven gear, a fifth speed driven gear, and a second speed driven gear 79, 80, 81, 8.
2 and 83 are arranged corresponding to the drive gears.

Further, the counter shaft 78 has an output gear 84.
This output gear meshes with the input gear 86 of the front wheel differential device 85, and thereby transmits power to the front wheels via the axles 87, 88. Referring to FIG. 9, the structure of a four-wheel drive vehicle to which the present invention can be applied is shown in a skeleton form. In the structure of this example, the output of the 6-cylinder engine 1 is transmitted to the clutch mechanism arranged adjacent to this output side. In the clutch mechanism, a large-diameter first clutch and small-diameter second clutches 26 and 27 are arranged in parallel, as in the previous example. Engine power from the first and second clutches 26 and 27 is transmitted to the first and second drive shafts 90 and 91, which are offset, from the power transmission means 9.
2, 93, for example, via a chain or belt. In the structure of the present example, the output from the first clutch 26 is transmitted through the gear 94 provided on the output shaft of the first clutch 26 arranged between the engine 1 and the clutch mechanism to the hollow first drive shaft. It is transmitted to the gear 96 of 90. Also, the second
The output from the clutch 27 is nested in the first drive shaft 90, and the output of the second clutch 27 provided on the opposite side of the gear 94 on the output shaft 30 of the first clutch with the clutch mechanism interposed therebetween. From the gear 97 on the shaft 33 to the second drive shaft 91
Is transmitted to the gear 98. The first and second drive shafts 90 and 91 extend in parallel with the clutch mechanism 2. In the configuration of this example, the first drive shaft 90 and the second drive shaft 91 extend in the direction from the clutch side to the engine side in parallel to the crankshaft 99 and the clutch shafts 30 and 33 of the engine. The output shaft 10 is provided on the extension line of the second drive shaft 91.
0 is provided. Between the engine 1 and the output shaft 100, the first and second counter shafts 101, 1 are arranged in parallel with them.
02 is provided.

Output gears 103 and 104 are provided at the ends of the first drive shaft 90 and the second drive shaft 91, and the first and second drive shafts are provided.
The gears 105 and 106 of the counter shafts 101 and 102 are meshed with the gears 105 and 106, respectively. In the structure of this example, a front / rear wheel switching mechanism 108 including a viscous coupling 107 and a front wheel differential device 109 are provided coaxially with the mechanism behind the transmission, and front wheel axles 110, 1 are provided.
The power is distributed and transmitted to 11.

Further, behind the front / rear wheel switching mechanism,
A transfer mechanism 112 is provided to transmit power to the rear wheels. Further on the rear side, a rear wheel differential device 113 is provided to distribute and transmit power to the rear wheels via the axles 114 and 115. The shift control of the vehicle having the above configuration will be described.

Referring to FIG. 10, there is shown a control flow for starting the vehicle from the stopped state. The control unit 5 first determines whether the vehicle speed is 0 km / h after the engine 1 is started. When the vehicle speed is not zero, it is considered that there is an abnormality in the transmission, so the control unit 5 performs the fail control. If the vehicle speed is zero, the control unit determines whether the brake is on. When the brake is not turned on, parking control is performed to achieve the parking state.

When the brake is on, it is determined whether the shift up lever 15 or the shift down lever 16 has been operated. In this case, since it is in a stopped state,
When the shift down lever 16 is operated once, the reverse state is established, and when the shift up lever 15 is operated once, the first speed state is established. Next, the control unit 5 determines whether the current gear stage is the reverse state or the first speed state. This judgment can be made depending on whether the shift-up lever 15 or the shift-down lever 16 is operated as described above.

When the downshift lever 16 is operated, the first speed state needs to be established, so the control unit 5 performs control for canceling the reverse power transmission path. Further, since the reverse state needs to be established when the shift-up lever 15 is operated, the power transmission path for the first speed is released. In addition,
When both the shift up lever and the shift down levers 15 and 16 are operated, the control unit 15
Operates the step motor 69 to release the reverse state and also releases both of the power transmission paths in the first speed state. This establishes the neutral state.

Next, the control unit judges the operating state of the brake pedal 9 and if the brake hydraulic pressure is in a predetermined abnormal state, the first and second solenoid valves 18, 1
Both 9 are turned off and the first and second clutches 26 and 27 are
To release. If the brake hydraulic pressure has not reached the predetermined pressure, the clutch engagement state is changed according to the magnitude of the brake hydraulic pressure. In this case, the smaller the brake hydraulic pressure, the greater the coupling force of the clutch. The control of the clutch coupling pressure is achieved by controlling the duty of the first and second solenoid valves 18 and 19.

Next, the control unit 5 determines whether or not the accelerator pedal 11 is being operated. When the accelerator pedal 11 is depressed, the control unit 5 increases the clutch coupling force to start the vehicle. Referring to FIG. 11, a flow of control for stopping the vehicle is shown. In this control, the control unit 5 first confirms whether or not the vehicle speed has become 0 km / h. If the determination is YES, it is further determined whether the ignition switch is off. When the ignition switch is off, the timer is activated and the stepper motor is activated within the operating period to operate the switching device to establish the meshing of the first speed gear or the reverse gear of the gear transmission mechanism at the same time. First,
The second solenoid valves 18 and 19 are actuated to release the first and second clutches 26 and 27 to achieve the parking state performed by a normal automatic transmission. Then, when the timer expires, the power supply to these electric actuators is stopped.

[0031]

According to the present invention, the shift control can be performed very easily and smoothly by operating the shift operation means provided near the steering mechanism. In particular, by applying the present invention to a manual transmission and electrically performing a shift operation via a shift operating means, it is possible to substantially exhibit the same function as an automatic transmission. In this case, the weight of the vehicle can be reduced and the number of parts can be reduced, which is advantageous in terms of cost. Since the shift operating means of the present invention is provided independently for each of the shift up operation and the shift down operation, various controls can be performed by considering the combination of the operations.

[Brief description of drawings]

FIG. 1 is a block diagram showing a control mechanism of a transmission according to an embodiment of the present invention,

FIG. 2 is a perspective view of the vicinity of a shift lever,

FIG. 3 is a perspective view of a steering mechanism and a shift lever when viewed from the rear side;

FIG. 4 is an exploded perspective view of a steering mechanism and a shift lever,

FIG. 5 is a skeleton showing the structure of a transmission to which the present invention can be applied.

FIG. 6 is a clutch control system diagram,

FIG. 7 is a perspective view of a speed change device,

FIG. 8 is a skeleton showing the structure of a transmission according to another embodiment,

FIG. 9 is a control system diagram of the clutch,

FIG. 10 is a flowchart of shift control according to one embodiment of the present invention,

FIG. 11 is a flowchart of a shift control according to one embodiment of the present invention.

[Explanation of symbols]

1 engine, 2 clutch mechanism, 3 speed change mechanism, 4
Transmission, 5 control unit, 15, 16 shift lever, 18, 19 actuator, 26, 27
1st, 2nd clutch, 51, 52, 53 switching device.

Claims (8)

[Claims] 1. A shift-up operating means which is provided in the vicinity of a steering mechanism operated by a driver in a vehicle compartment and acts on a transmission to perform a shift-up operation, and the shift-up operating means can be operated separately. Shift down operation means provided near the steering mechanism for acting on the transmission to perform down shift, and clutch control for operating the clutch of the transmission in response to signals from the shift up operation means and shift down operation means A transmission apparatus for a vehicle, comprising: an actuator; and a shift selection actuator that performs an operation of selecting a predetermined shift stage of a transmission in accordance with signals from a shift-up operation unit and a shift-down operation unit. 2. A transmission apparatus for a vehicle according to claim 1, wherein the shift-up operating means and the shift-down operating means are constituted by levers which can be operated independently. 3. The vehicle transmission according to claim 2, wherein the lever is configured to interlock with a rotation operation of the steering mechanism by a driver within a predetermined angle range. 4. The transmission according to claim 2, wherein the lever is configured to interlock with the steering mechanism operated by a driver at a rotation speed ratio lower than a rotation speed. 5. A transmission according to claim 2, wherein the transmission is set to a neutral state when both the shift-up operating means and the shift-down operating means are operated at the same time. 6. A transmission device for a vehicle according to claim 5, wherein when a shift-up operating means or a shift-down operating means is operated from a neutral state, a different gear is selected according to a vehicle speed. 7. The transmission according to claim 6, wherein the reverse state is achieved when the downshift operating means is operated while the vehicle is stopped. 8. A transmission according to claim 6, wherein the first speed state is achieved when the shift-up operation means is operated while the vehicle is stopped.