JPS5827417B2 - Vehicle transmission - Google Patents

Description

[Detailed description of the invention] The present invention relates to a vehicle transmission including a sub-transmission.

In conventional vehicle transmissions with sub-transmissions, which use a combination of a main transmission having a plurality of gears of at least three gears and a sub-transmission having a gear ratio of 1 and a predetermined value larger than 1, the main transmission A gear shift lever and an auxiliary gear shift lever are provided, and the driver must operate the two levers to change the gear position.

Therefore, rapid operation becomes complicated, and it is difficult to smoothly obtain a predetermined gear position.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicular transmission that can smoothly obtain all the gears obtained by combining a main transmission and a sub-transmission.

In order to achieve this objective, the vehicle transmission device of the present invention has the following features:
A main transmission that has multiple gears and whose gears can be changed by manual operation, an auxiliary transmission that is connected in series to the main transmission and can switch between two gear ratios under hydraulic control, and an intake system throttle opening. exceeds the first predetermined value, the first
This first signal is maintained until the intake system throttle opening returns to a second predetermined value that is smaller than the first predetermined value, and then when the intake system throttle opening becomes less than the second predetermined value. A throttle opening detector that generates a second signal, and when the first signal is input, shifts the auxiliary transmission to a larger gear ratio, and when the second signal is input, A solenoid valve is provided to control oil pressure to the frictional engagement device of the sub-transmission so as to shift the sub-transmission to a smaller gear ratio.

Next, the present invention will be explained in detail with reference to the drawings.

In the embodiment shown in FIG. 1, the main transmission 1 and the sub-transmission 2 are arranged in this order from the one closest to the engine (not shown).

That is, the main transmission 1 and the sub-transmission 2 are connected to each other in series.

The main transmission 1 is a well-known parallel two-shaft gear transmission with four forward speeds and one reverse speed, and an input shaft 3 connected to an engine (not shown) via a clutch (not shown). and an output shaft 5a (of the main transmission) arranged coaxially with this input shaft 3.
and a countershaft 11 arranged parallel to both shafts.
It is equipped with

At the end of the input shaft 3, there is an input gear (4th speed gear) that constantly meshes with a counter drive gear, which will be described later.
4 are integrally formed.

On the output shaft 5a, a first gear 6, a second gear
A speed gear 8 and a third speed gear 9 are rotatably supported, and synchronizer devices 7 and 10 are spline-fitted.

Further, a reverse gear 7a that selectively meshes with a reverse idler gear that selectively meshes with a reverse idler gear (not shown) is integrally formed on the outer periphery of the sleeve of the synchronizer device 7.

The counter shaft 11 has a counter drive gear 16 on its outer periphery that is always in mesh with the input gear 4 described above.
1st gear to 3rd gear on the output shaft 6.
The counter reverse gear 13, which selectively meshes with the reverse gear 7a via the counter first to third gear '12, 14.15 and the reverse idler gear, are integrally formed. There is.

As is well known in the past, the main transmission 1 is constructed by operating a shift lever (not shown) in the driver's cab to slide the sleeves of the synchronizer devices 7 and 10 and the reverse idler gear in the axial direction. By coupling any one of the first to fourth gears and the reverse gear to the output shaft 5a of the main transmission, the rotation of the input shaft 3 is outputted to the output shaft 5 of the main transmission at a predetermined gear ratio. It is configured as follows.

Next, the sub-transmission 2 includes an input shaft 5b integrally connected to the output shaft 5a of the main transmission, a planetary gear device 20, a clutch 24, and a brake 25.
and an output shaft 28.

This planetary gear device 20 has the input shaft 5b
A sun gear 21 is connected to the input shaft 5b, a sun gear 21 is arranged concentrically with the input shaft 5b, and a planetary pinion 22 and a planetary pinion 22 that engage with both gears are rotatably supported. planetary pinion 22
It consists of a carrier 27 that outputs the revolution rotation of the motor to an output shaft 28.

The clutch 24 and the brake 25 each include an engagement device and a hydraulic servo (not shown), and the clutch 24 is configured to integrally connect the sun gear 21 and the ring gear when hydraulic pressure is supplied to the hydraulic servo. The brake 25 is configured to integrally connect and fix the sun gear 21 to the housing 26 of the auxiliary transmission when hydraulic pressure is supplied to the hydraulic servo.

Further, the input shaft 5b is provided with a gear 31 for driving an oil pump 32 that supplies hydraulic pressure to the hydraulic servo of the clutch 24 or brake 25.

Furthermore, the electromagnetic valve 33 receives hydraulic pressure from the oil pump 32 and controls the supply of hydraulic pressure to the clutch or brake 25 in relation to a signal from the throttle switch 36 .

The throttle switch 36 is provided as a throttle opening detector that generates a signal in response to the amount of depression of the accelerator pedal 37 in the driver's cab, and therefore the throttle opening of the intake system (carburizer), and is turned on and off by the accelerator pedal 37. be manipulated.

Note that the throttle opening approximately corresponds to the engine load.

Details of the throttle switch 36 are shown in FIG.

A piston 38 actuated by an accelerator pedal 37 is made of an insulating material and its central flange slides axially within a casing 39 .

A spring 40 is provided between the piston 38 and the end wall of the casing 39 to return the piston 38 upward.

A stopper 41 is provided on the end wall of the casing 39.

The cylinder member 42 made of an insulating material has a flange end 43, and between the stopper 41 and the flange end 43,
And between the flange end 43 and the end wall of the casing 39, a spring 44,45 is provided in each case.

One end of the piston 38 is inserted into the cylinder of the cylinder member 42, and a notch 46 is formed at a predetermined position in the axial direction.

A hole is provided at a predetermined position on the inner wall of the cylinder member 42, and a spring 47 and a ball 48 are arranged in this hole.

A contact point 49 is provided on the bottom wall of the cylinder member 42, and a contact point 50 is provided at the tip of the piston 38.

The contact 49 is grounded, and the contact 50 is connected to the coil of the solenoid valve 33. When the accelerator pedal 37 is depressed, the accelerator pedal 37
abuts the other end of the piston 38, and the piston 38 advances deeply into the cylinder of the cylinder member 42.

When the amount of depression of the accelerator pedal 37 is less than or equal to the first predetermined value, that is, the carburetor throttle opening (corresponds to the engine load).

) is, for example, 90% or less, the contact 50 at the tip of the piston 38 is still separated from the contact 49 of the cylinder member 42, and the throttle switch 36 is generating an off signal as the second signal.

Therefore, the coil of the electromagnetic valve 33 is not energized, and the hydraulic pressure from the hydraulic pump 32 is guided to the hydraulic servo of the clutch 24, so that the clutch 24 is engaged.

In this way, the sun gear 21, planetary pinion 22, and ring gear 23 rotate together, so the rotation of the output shaft 5a of the main transmission is transmitted to the output shaft 28 at a gear ratio of 1.

That is, when the main transmission 1 is operated by the shift lever to the 1st speed, 2nd speed, 3rd speed, or 4th speed, the gears obtained by the entire transmission are 1st speed, 2nd speed, and 2nd speed, respectively.
speed, 3rd speed, and 4th speed.

When the amount of depression of the accelerator pedal exceeds the first predetermined value,
That is, when the carburetor throttle opening exceeds, for example, 90%, the contact 50 of the piston 38 contacts the contact 49 of the cylinder member 42 in the throttle switch 36, and the throttle switch 36 generates an ON signal as a first signal.

Therefore, the coil of the electromagnetic valve 33 is energized, the hydraulic pressure of the oil pump 32 is guided to the hydraulic servo of the brake 25, the brake 25 is engaged, and the sun gear 21 is fixed.

The number of teeth of sun gear 21 is SN'J The number of teeth of gear 23 is r
The rotation of the output shaft 5a of the main transmission is transmitted to the output shaft 28 at a gear ratio of + and.

That is, when the main transmission 1 is operated to the first, second, third, or fourth speed by the shift lever,
The gear positions obtained by the entire transmission device are the ``b'', 2b, 3b, and 4b speeds, which have larger gear ratios than the 1st, 2nd, 3rd, and 4th speeds, respectively.

Furthermore, when the contact 50 reaches the position where it comes into contact with the contact 49,
The position of the notch 46 in the piston 38 corresponds to the position of the hole in the cylinder member 42, and the ball 48 is partially inserted into the notch 46 by the spring 47.

As the amount of depression of the accelerator pedal 37 decreases, the piston 38 is moved outward from the casing 39 by the spring 40.

However, the piston 38 and the cylinder member 42 are connected to the ball 48.
The cylinder member 42 is connected to the piston 3 via
8, the contact between the contact 50 and the contact 49 is maintained even if the amount of depression of the accelerator pedal 37 is less than the first predetermined value, that is, even if the carburetor throttle opening is less than 90%. The gear ratio in the sub-transmission 2 is still maintained at 1-+-7-.

Finally, when the amount of depression of the accelerator pedal 37 falls below a second predetermined value, that is, when the carburetor throttle opening falls below, for example, 60%, the flange end 43 of the cylinder member 42
The spring 44 between the and the stopper 41 is brought into a line-to-line contact state, and the cylinder member 42 is prevented from following the piston 38. The ball 48 is taken out from the notch 46 of the piston 38, so that the contact point 50 of the piston 38 is Leave contact 49.

In this way, the coil of the solenoid valve 33 is deenergized and the brake 2
The hydraulic pressure in the hydraulic servo 5 is drained, and instead, the hydraulic pressure is supplied to the hydraulic servo of the clutch 24, and the sun gear 21,
The planetary pinion 22 and ring gear 23 now rotate together, and the gear ratio of the sub-transmission 2 becomes 1+.
Changes from ÷ to 1.

Note that the operation of the switch 36 may be performed by an electronic circuit instead of using a mechanical structure.

The gear ratios at each gear of the entire transmission are shown in the table below.

However, here, the number of teeth S of the sun gear 21 is defined as 20, and the number r of teeth of the IJ songr 23 is defined as 60.

FIG. 3 shows the relationship among vehicle speed, carburetor throttle opening, and gear position during a predetermined full acceleration.

At the time of starting, the main transmission 1 is operated to the first speed by the shift lever.

In this state, when the throttle opening exceeds, for example, 90%, the gear changes to 1B gear, and then when the engine speed reaches the maximum value, closing the throttle reduces the throttle opening to, for example, 60% or less. Since the vehicle is descending, the gear is set to 1st gear.

After that, while maintaining the throttle opening below 90%,
After waiting for the engine speed to reach the maximum value, the main transmission is set to the second speed, and the throttle opening is set to 90% or more to obtain the second b speed.

In this way, you can obtain up to 4th speed one after another.

FIG. 4 shows the relationship among the vehicle speed, engine rotational speed, and gear position when full acceleration similar to that described in FIG. 3 is performed.

Note that the broken line shows the relationship in a transmission that has only a main transmission.

According to the present invention, there is little reduction in engine rotational speed, and engine output can be used effectively.

FIG. 5 shows another embodiment of the invention.

In this embodiment, the positions of the main transmission 1 and the sub-transmission 2 are reversed with respect to the engine, and the power of the engine is transferred to the sub-transmission 2.
Since the torque is transmitted to the main transmission 1 through the auxiliary transmission, the torque capacity of the auxiliary transmission can be small, so it can be made compact.

The other configurations and operations are completely the same as those of the embodiment shown in FIG. 1, and corresponding parts are indicated by the same reference numerals as in FIG. 1, and their explanation will be omitted.

As described above, according to the present invention, a detector is provided to detect the throttle opening (-the amount of depression of the accelerator pedal), and the solenoid valve that controls the hydraulic pressure sent to the frictional engagement device of the sub-transmission is connected to the output of the detector. In response, the gear ratio of the sub-transmission is changed by hydraulic control.

As a result, the shift lever for the auxiliary transmission is omitted, and the driver can change the gear ratio of the auxiliary transmission by depressing the accelerator pedal, making the overall speed change operation extremely easy.

In addition, in order to improve fuel consumption, the N/V ratio (here N
It is necessary to reduce the engine rotational speed and vehicle speed, but in the past, it has not been possible to reduce the N/V ratio very much in order to obtain a predetermined acceleration performance.

However, according to the present invention, since the 4th b speed is obtained, fuel consumption can be improved by reducing the gear ratio of the differential and driving in the 4th speed.

Also, if you need to accelerate, just step on the throttle and the fourth
Since the necessary acceleration can be obtained by speed b, such problems can be eliminated.

[Brief explanation of drawings]

Fig. 1 is a configuration diagram of an embodiment of the present invention, Fig. 2 is a detailed longitudinal cross-sectional view of the throttle switch, and Fig. 3 is the relationship between vehicle speed, throttle opening, and gear stage when full acceleration is performed. FIG. 4 is a graph showing the relationship between vehicle speed, engine rotation speed, and gear position when a predetermined full acceleration is performed.
and FIG. 5 is a block diagram of another embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Main transmission, 2... Sub-transmission, 24... Clutch, 25... Brake, 33... Solenoid valve, 36...
...Throttle switch, 37...Acceleration pedal.

Claims (1)

[Claims] 1. A main transmission that has multiple gears and whose gears can be changed by manual operation, an auxiliary transmission that is connected in series to the main transmission and can switch between two gear ratios under hydraulic control, and an intake system throttle opening system. If the degree exceeds the first predetermined value, a first signal is generated, and this first signal is maintained until the intake system throttle opening returns to a second predetermined value smaller than the first predetermined value. A throttle opening detector generates a second signal when the intake system throttle opening becomes less than a second predetermined value, and when the first signal is input, shifts the auxiliary transmission to a higher gear ratio. , further comprising an electromagnetic valve that controls oil pressure to the friction engagement device of the sub-transmission so as to shift the sub-transmission to a smaller gear ratio when the second signal is input. A power plant for vehicles.