JPS5881257A - Speed change method and device parallel shaft gear type automatic speed change gear for diesel car - Google Patents

Abstract

PURPOSE:To improve the running feeling when performing the automatic speed change, by approaching the rotation of a clutch to that of an engine while corresponding the engine rotation after the speed change to the stepping of an accelerator pedal of a driver. CONSTITUTION:The outputs from an engine rotation sensor 23, car speed sensor 23 and a gear sensor 25 are inputted to an electronic controller 101, and the effective stroke of a fuel injection pump 17 is reduced to the predetermined opening through a control rack 18 by the speed change signal through a driving mechanism 22. An electromagnetic clutch 12 is interrupted by the speed change signal to switch a speed change gear 13 to the neutral state by an actuator 14. Thereafter said gear 13 is shifted down while the effective stroke of the plunger 17 is increased to couple the clutch 12 while an accelerator pedal 19 and a control rack 18 are coupled through a clutch 20 and a wire 19b.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gear shifting method and device for a parallel shaft gear type automatic transmission for a diesel vehicle, and in particular to a method and apparatus for adjusting the speed sensation after automatic gear shifting according to the amount of depression of the accelerator pedal. A gear shifting method and device are provided to achieve the following.

Even among diesel cars, automatic cars have been developed that use automatic clutches and parallel shaft gear type automatic transmissions.

In such an automatic vehicle, for example, when the shift lever is moved from the N range (neutral position) to the D range (drive position) in order to start the vehicle, the clutch is automatically disengaged, and then the automatic transmission is switched off. 1st gear is selected. When the accelerator pedal is depressed in this state, the amount of depression of the accelerator pedal is detected, the clutch is automatically turned on, and the vehicle starts moving. In such automatic vehicles, gear shifting operations are also performed automatically while the vehicle is running. That is, the electronic device built into the automatic vehicle stores the automatic acceleration line patterns in the D range, Lunge and 2 ranges of the shift lever. If an operating point enters each of the 1st, 2nd, and 3rd speed regions divided by the automatic shift line pattern from another region, this is detected and the shift operation is automatically performed. This is an automatic shift line pattern diagram for the D range, where the vertical axis represents the effective stroke of the plunger that adjusts the fuel injection amount of a diesel vehicle, and the horizontal axis represents the vehicle speed (Km/h). Further, in the figure, the solid line is the automatic shift line during upshifting, the dotted line is the automatic shift line during downshifting, and FSA, SSA, and TSA are the 1st speed region, 2nd speed region, and 3rd speed region, respectively. Assuming that the effective stroke of the plunger and the vehicle speed are changing along the one-dot chain line, when the speed increases, if the operating point exceeds point P, the gear will automatically shift from 1st to 2nd gear. If the speed is exceeded (point) Q, the gear will be automatically shifted up from 2nd gear to 5th gear. On the other hand, when speed decreases, when point Q' is exceeded, a downshift from 5th speed to 2nd speed is performed, and when point P' is exceeded, a downshift from 2nd speed to 1st speed is automatically performed.

By the way, shift f') in conventional automatic cars
This system automatically controls the effective stroke of the fuel injection pump plunger, on/off control of the clutch, and downshift control of the gear position by reverting the downshift operation of the manual trans switch. Ta.

For this reason, when the clutch is reconnected, the clutch rotation speed and engine rotation speed differ significantly, causing clutch slippage, which causes K
This results in clutch wear, vibration, and poor riding feeling.

gz Diagram i This is an explanatory diagram of the downshift operation of a manual transmission, and shows a case where a diesel car CR approaches a slope SL and downshifts from third gear to second gear.In other words, at time t, the driver shifts down the gear. Release the accelerator to fully close the effective stroke of the plunger) and turn the clutch from on to off.Then, while the clutch is completely off,
1, the gear position is shifted down from third through neutral N (time ts) to second position. After the downshift is completed (time ts), the clutch is turned on again from off to complete the downshift operation at time t4. Now, if we pay attention to the rotational speed of the clutch and engine during such a downshift operation, first, when the accelerator is released, the rotational speed NEiK during idling decreases from the engine rotational speed *UNE. On the T side, the rotational speed of the clutch changes depending on the vehicle speed because the connection with the engine is released, but the vehicle speed remains almost constant for an extremely short period of time, so at time t! It rotates at NC (-NE) until the end. When the gear position is shifted from the neutral position to the second side, the clutch's rotational speed increases in accordance with the vehicle speed, and when the clutch is shifted from off to on, the clutch and engine The difference in the rotational speeds of leads to the magnitude of Vd.

This rotational speed difference Vd causes the aforementioned problem. The above explanation assumes that downshifting is performed manually, but in conventional auto-single-drive vehicles, the effective stroke of the fuel injection pump plunger, clutch, and gear position are almost always the same as in the case of manual transmission. Since the clutch rotation speed is automatically controlled, there is a considerable difference between the clutch rotation speed and the engine rotation speed, which causes clutch slippage as mentioned above, which causes clutch wear, vibration, and ride quality. This leads to deterioration of the ring. Therefore, the present invention provides a method and apparatus for changing speeds of a parallel shaft gear type automatic transmission that can bring the rotational speed of the clutch close to the engine speed when automatically changing the speed of a diesel vehicle. In this case, when the car is going up or down a slope, the amount of depression of the accelerator pedal inevitably changes as a driver's habit. In other words, it is thought that drivers are influenced by their visual judgment depending on the slope of the slope, but it is the general habit of drivers to press the accelerator pedal harder and harder while on the slope, and the amount of pedal pressure increases. When exiting the vehicle, the driver tends to gradually remove his foot from the accelerator pedal, and the amount of pedal effort becomes smaller. Therefore,
Even if the gear change is performed smoothly by bringing the clutch rotation speed closer to the engine rotation speed regardless of the amount of accelerator pedal depression during automatic gear shifting, after automatic gear shifting is complete, the accelerator pedal that the driver is currently pressing Since the engine rotational speed may not correspond to the amount of depression of the pedal, it does not match the driver's normal driving sensation. Therefore, the present invention is intended to eliminate such drawbacks.In light of the above, an object of the present invention is to be able to bring the clutch rotation speed close to the engine rotation speed when automatically shifting a diesel vehicle, and to reduce the engine rotation speed after shifting. It is an object of the present invention to provide a speed changing method and device for a parallel shaft gear type automatic transmission, which can adjust the speed according to the amount of depression of the accelerator pedal by the driver.

Another object of the present invention is to control the rotation of the engine before downshifting to the engine speed after downshifting, thereby reducing the rotational speed of the idling gear of the parallel shaft gear type automatic transmission. The rotational speed of the main shaft is approximately the same as that for smooth gear changes, and the rotational speed of the clutch and the engine rotational speed are approximately the same, providing a good deceleration feeling and controlling the engine rotational speed after shifting. and equipment.

Hereinafter, the present invention will be described in detail according to embodiments with reference to the drawings.

FIG. 5 is an explanatory diagram of a speed changing method based on the double clarinet mechanism of the parallel shaft gear type automatic transmission according to the present invention;
Vehicle CR is approaching hill 8LK and shifts to third gear (5th gear)
This shows the case of downshifting from second (2nd speed) K. When the vehicle approaches a slope and the driver depresses the accelerator pedal, the diesel vehicle's control rack or control sleeve is adjusted to increase the amount of fuel injected. Then, at time t, from the 5th gear area to the 2nd
The operating point begins to enter the high speed region. Now, as explained in connection with Fig. 1, the built-in storage device of the electronic control device, which will be described later, stores the automatic shift line pattern in each range, and also adjusts the signal indicating the shift lever position and the fuel injection amount. Signals indicating the effective stroke of the plunger, engine speed, vehicle speed, and gear position are input. Therefore, the electronic control unit immediately detects when the operating point enters the second speed range from the fifth speed range. Thereafter, a control rack or control sleeve, an electromagnetic clutch, and a parallel shaft gear type automatic transmission (hereinafter simply referred to as an automatic transmission) will be used to adjust the effective stroke of the plunger of the fuel injection pump based on the sequence stored in the built-in storage device. ). That is, first, at time t, the connection between the accelerator pedal and the control rack is disconnected by a control lever clutch, which will be described later. As a result, the depression of the accelerator no longer has the same effect on the adjustment of the effective stroke of the plunger, and from then on the effective stroke of the jigranger is automatically controlled by the Hiro plunger automatic drive mechanism.

At almost the same time as the disconnection between the accelerator pedal and the control rack, the plunger automatic drive mechanism is controlled to make the plunger effective stroke tK5E (the opening degree when it is fully closed and in the idle link state as shown by the solid line D), and then It is opened at a predetermined opening degree (AI > t. In this case, it is not fully closed and the predetermined opening degree (A
s) may be closed. In contrast to this, when the electromagnetic clutch is turned off from on, the electromagnetic clutch is completely turned off at time t1, and the effective stroke of the plunger Q is also maintained at AI. As a result of the above control, the effective stroke of the plunger is reduced and the amount of fuel injected is also reduced, but as the load on the engine is reduced, the engine speed increases as shown in the concentrated line.

On the other hand, the rotational speed of the clutch will change depending on the vehicle speed because the connection with the carrot is released, but the vehicle speed will be #1.
It is maintained almost constant at the ninth time t1t.

When the electromagnetic clutch is completely turned off, the electronic control unit uses a signal from the clutch off state detector to indicate this as l! ! or change the gear position to third (
Issue a command to shift from 3rd gear to neutral. As a result, the gear position becomes the neutral position at time tsK. When the electronic control unit detects that the gear position is in the neutral state based on the signal from the gear position detector, it applies current to the excitation winding of the electromagnetic clutch for a predetermined period of time, temporarily bringing the clutch into a half-clutch state, and transmitting the gear to the automatic transmission. Connect the input shaft to the engine side. Due to this half-clutch operation, the rotational speed of the clutch (input shaft) approaches the engine rotational speed at time t4, as shown by the dotted line, and after time t4, the electromagnetic clutch turns off, so that the input shaft The rotational speed of the clutch decreases slightly due to the load on gears, etc., and when the clutch is completely off, the electronic control unit company time tlK
At this point, a command is issued to the automatic transmission to change the gear position from neutral to second. From this K, at time t6, the gear position becomes the second state.

Then, in the gear change operation from time tl to time t@,
Due to the action of the synchromesh mechanism, the rotational speed of the clutch is brought to the rotational speed of the main shaft (output shaft) of the linear automatic transmission. Thereafter, if the electronic control unit detects that the gear position is in the second state based on the signal from the gear position detector, it outputs an on signal to the electromagnetic clutch. stop,
The electronic control device detects that the electromagnetic clutch is almost completely engaged, or outputs an ON signal to the electromagnetic clutch, and then stops the operation of the plunger automatic mechanism after a predetermined delay, and also stops the operation of the control lever clutch. Outputs an on signal and connects the accelerator pedal and control/troll rack. Now, if we pay attention to the change in the amount of depression of the accelerator pedal, ideally the gear position will be third (5th gear) from time t when the electromagnetic clutch is turned off, as shown by the dotted line for accelerator A in Fig. 5. It is sufficient if the second (2nd speed) K is completely switched and the clutch state is also completely turned on and the amount of depression is constant at time tyt.
Generally speaking, drivers tend to gradually press down on the accelerator pedal while driving due to their driving habits. Therefore, when shown in the accelerator curve, the dotted line is the accelerator B.
It becomes like a line. At this point, when the gear change is completed, the operation of the plunger automatic drive mechanism is switched back to adjusting the effective stroke of the plunger by pressing the accelerator pedal, so it is not possible to respond to the amount of the driver's accelerator pedal depression by simply connecting the single control lever clutch. It is not possible to obtain the engine rotational speed, and the driver's sense of driving becomes erroneous. Therefore, the amount of depression of the accelerator pedal when reconnecting the control lever clutch, which will be described later, is based on the position of the accelerator pedal that produces the effective stroke of the plunger required for idle link, or the position of the accelerator pedal that corresponds to the effective stroke h. The electronic control device calculates the deviation from the reference value, adjusts the control rod to correct this deviation when reconnecting the control lever clutch, and connects the accelerator. The effective stroke of the plunger corresponding to the pedal depression can be ensured, and the engine speed can also be adjusted accordingly. That is, in FIG. 5, after time t, the rotational speed of the clutch follows, as shown by the dashed line, and the vehicle speed increases in accordance with the amount of depression of the m-accelerator pedal. This phenomenon results in a state in which the vehicle accelerates more while climbing up a slope, and conversely, the amount of depression of the accelerator pedal tends to gradually decrease while descending, resulting in a state in which engine braking is applied more. Since Dry No. 1 can sense the engine speed, that is, the vehicle speed, corresponding to the amount of depression of the accelerator pedal, the driver can then adjust the amount of depression of the accelerator pedal again to obtain the most suitable speed for driving on a slope. Such a state is shown by the changes in each curve after time t1 in Figure @5.

In this way, when reconnecting the electromagnetic clutch, since the clutch speed and engine rotational speed when the electromagnetic clutch is activated are approximately equal rJ, clutch slip will not occur, and the engine control and electromagnetic clutch may operate extremely smoothly. This combination provides a comfortable riding feeling without vibration or shock, and the vehicle speed corresponds to the amount the driver presses the accelerator pedal, allowing the driver to continue driving with the feeling of normal driving. .

Although the above explanation assumes that the effective stroke of the plunger is maintained by a predetermined amount (A・)K, the electronic control unit determines the rotational speed Nsf after the downshift based on the gear ratio after the downshift. The effective stroke amount of the plunger may be determined so as to obtain the engine rotation speed, and the effective stroke amount may be maintained at the actual stroke amount. In addition, the actual engine rotation speed is constantly monitored, and the calculated rotation speed Nsf
It is also possible to continuously control the effective stroke of the plunger so that For example, in a parallel shaft gear type gear shifter, the engine speed before downshifting is N5bs and the gear ratio is 2:1, and the engine speed after downshifting is Nsf and the gear ratio is 3:1. Assuming that the vehicle speed does not change before and after downshifting, Ns f is expressed by the following equation.

Nsf = 4 Nsb --・= (1) In other words, if the gear ratio before downshifting is generally ml:nl and the gear ratio after downshifting is J:nl, it is assumed that the vehicle speed does not change before and after downshifting. For example, the engine speed Naf after downshifting is Nsf'= ” ・” ・N5
b−...= (2)nB. Therefore, if the engine speed Nsf after the downshift is determined based on equation (2) and the effective stroke of the plunger is constantly controlled so that the engine speed Nmf is obtained, the fifth
When the electromagnetic clutch is activated at time t@ in the figure, there is no clutch slippage at all, and a comfortable riding feeling is obtained. The subsequent adjustment of the effective stroke of the plunger according to the amount of depression of the accelerator pedal is as described above.

Furthermore, although the half-clutch operation has been described as being initiated by detecting that the gear is in neutral, it is desirable that the engine rotational speed be equal to or higher than the mechanism speed when the half-clutch is operated. That is, unless the engine rotational speed has increased for some reason, the clutch rotational speed will not increase even if a half-clutch operation is performed. Therefore, if the half-clutch operation is performed after detecting that the gear is in the neutral position and that the engine rotation speed is above the predetermined value Ns, the rotation speed of the clutch can be reliably increased. be able to.

Further, the predetermined value N1 may be determined in consideration of the gear ratio before and after the downshift and the vehicle speed before the downshift.
.

Fig. 4 is a schematic explanatory diagram of a transmission device that implements the transmission method of the present invention, Fig. 5 is an explanatory diagram of an electromagnetic clutch, Fig. 6 is an explanatory diagram of a drive mechanism for adjusting the effective stroke of the plunger, and Fig. 7 , FIG. 8, and FIG. 9 are schematic illustrations of a control lever clutch that electrically connects and disconnects an accelerator pedal and a control rack for adjusting the effective stroke of a plunger.

In FIG. 4, 11 is a diesel engine, and 12 is an electromagnetic clutch. This electromagnetic clutch 12 includes a drive member 1 having a built-in excitation coil 121 as shown in FIG.
2b is attached to the crankshaft 12°, and the excitation coil 12. & is designed to be energized. Further, the driven member 12 is spline-fitted to the input shaft 12f of the automatic transmission with a slight gap between the drive member 12'l) and the outer periphery. 12 g of powder (electromagnetic powder) is inserted into the gap.

Therefore, when the current is not applied, the powder 12g is scattered around, but when the current is applied, the powder 12g is combined by a strong magnetic flux, becomes solid, and transmits power. Note that the binding force is proportional to the strength of the current.

Also, when the current is cut off, the 12g of powder is scattered by centrifugal force, and the clutch is disconnected. In this manner, the electromagnetic clutch can easily operate the clutch according to the driving state by controlling the excitation current. 1! I is a parallel shaft gear type transmission, 14 is an actuator of the transmission, and the lever 14a'tA moves in the direction of the arrow based on a command from an electronic control device, and the transmission is controlled by electric control by a motor. is performed by fluid control. As an example of fluid control, the one disclosed in %@@1I852-127559 can be used. Reference numeral 15 denotes a wheel drive mechanism, which includes a propeller shaft, a universal gear t1 differential gear, and the like. 16 is a shift lever for drive operation; 117 is a plunger; 18 is a control rack 19 is an accelerator pedal; 191 is a potentiometer for detecting the amount of depression of the accelerator pedal, in other words, the effective stroke of the plunger; and 19b is an accelerator pedal pedal. A wire cable that transmits the operation to the control rack 18 for driving the plunger, 2G is a control lever clutch that electrically controls connection and disconnection between the accelerator pedal 19 and the control rack 18, 21 is an air cleaner, and 22 is a plunger automatic drive mechanism. .

As shown in FIG. 6, this plunger automatic drive mechanism 22 has a control rack 18 that drives the plunger 17'l.
a lever 22 fixed to the shaft 221 and connected to a wire cable (or control rod) 19b;
b, an electric motor 22c such as a step motor, and a clutch 2
2d and a spring 22f.

Normally, the plunger is disconnected from the electric motor by the clutch 22d, and the effective stroke of the plunger is controlled by the amount of depression of the accelerator pedal. However, when the car approaches a slope, the operating point changes from the 5th gear area to the 2nd gear area.
Alternatively, when entering the first speed area from the second speed area (see Fig. 1), the electronic control device controls the control lever clutch 20.
A signal is given to disconnect the accelerator pedal 19 and the plunger-driven control rack 18, and at the same time, the clutch 22d is actuated to connect the plunger or drive control rack 18 side to the electric motor such as the step motor. Connect the sides. Thereafter, the effective stroke of the plunger is controlled by the rotation of the electric motor 22c until the automatic speed change operation is completed. Incidentally, during the automatic speed change operation, the effective stroke of the plunger must be adjusted as explained in FIG. be able to.

Returning to FIG. 4, 23 is a sensor that detects the rotational speed of the engine, 24 is a rotation sensor that detects FHj vehicle speed, 25 is a position sensor that detects the gear position, 26 is a stone position sensor that detects the position of the shift lever, 27 is a sensor that detects whether the electromagnetic clutch 12 is completely on or completely off.

10f is an electronic control device, which has a microcomputer configuration. The electronic control unit 611o1 executes a sequence program and an automatic control system for controlling the operations of the plunger automatic drive mechanism 22, the control lever clutch 20, the electromagnetic clutch 12, and the actuator 14 so that an automatic gear change corresponding to the double clutch operation is performed. A data memory 101b in which a speed change line pattern (Fig. 1), etc. can be written, an input/output interface circuit 101c, a memory 1d for storing a control program 2m, and a memory 1d for storing calculations and other automatic functions under the control of the control program and sequence program. Processing unit 10 that processes data associated with gear shifting
1@. Then, depending on the effective stroke of the plunger or the engine speed, the vehicle speed, the gear position, and the signals indicating the shift lever position, the operating point enters from the 3rd gear area to the 2nd gear area, or from the 1st or 2nd gear area to the 1st gear area. The system constantly monitors whether the gears are moving properly, and immediately after entering the vehicle, the sequence processing for automatic gear shifting is performed in the following nine steps as explained in Fig. The operation of turning on the control lever clutch 20 according to the amount of plowing of the accelerator pedal will be explained with reference to FIG. In FIG. 7, the control L//(-Grand F20II control 4-L)'19d and the amount of depression of the accelerator pedal 19 are controlled by the control rod 19d via the rod 19b.
A rod catcher 19C is installed inside.

A rack 20b is provided on a part of the control rod 19d, and the rack 20b faces a pinion 20c attached to the drive shaft of the pulse motor 201, and the control rod 19d
can be moved left and right in the A and B directions. Similarly 1
The zero catcher 19c can also be slid from side to side within the clutch 20 by means of a rod 19b in response to depression of the accelerator pedal 19. A round bearing 20d is provided to allow these two members to slide more smoothly.

The bearing 20d that holds down the control rod 19d is provided to make the movement of the rod linear and at the same time to keep the connection between the rack 20b and the pinion 20C in an ideal state. Furthermore, a control rod 1 is installed on one side of the control lever clutch 20. Sensor 1 for detecting the amount of movement of d? e is attached, and although detailed explanation will be omitted,
The sensor 19 generates an electric signal according to the amount of change in the left and right direction of the mark attached to the control rod 11d. In addition, as a means for detecting the amount of movement, well-known means such as a butterfly, a method of connecting the control rod 19d to a coil "t'll" and measuring from the amount of electricity induced in the coil by the movement of the rod can be adopted. It is pivotally attached to the rod 19b by a pin 19f, and the tip thereof is provided with a protrusion 19i that appropriately engages with a recess 19h formed in the control rod 19d. A spring 19j is inserted between -19C and the rod 19b, and normally a force is applied to the rod catcher -19C to rotate it counterclockwise about the pin 19f due to the force of the spring 19j. It's working.

Then, the protrusion 191 of the rod catcher 19e fits into the recess 19h, and the rod catcher 19c and the rod 19
b7 becomes a bonded state. In addition, when disconnecting the rod catcher 19c and the rod 19b, the electromagnetic device t 9
g is excited, rod catcher 19c'tt spring 19
The projection 191 is rotated clockwise against the force j to disengage the projection 191 from the recess 19h.

Control lever clutch 20 configured in this way
, the electronic control unit 101 commands the electromagnetic clutch 12 to turn on at time t (FIG. 5) after the automatic gear shift operation is completed, detects the point in time when the electromagnetic clutch 12 is completely engaged, and determines that time. Control rod 1 at tt? d
and the rod catcher 196, after which it is possible to control the effective stroke of the plunger that adjusts the fuel injection of the diesel engine in accordance with the amount of depression of the accelerator pedal by the driver. Let me explain this connection in a little more detail. In the state of automatic speed change operation, the control lever clutch 20 is disconnected and the control rack 18 that adjusts the effective stroke of the plunger is connected to the plunger automatic drive mechanism 22KI, which is the output of the pulse motor 22c in FIG. The engine is controlled to provide smooth automatic gear shifting operations. At that time, the control rod 19d on the lever 22b side is inside the control lever f20, and the electromagnetic device 19 of the rod catcher 19c is
g is excited, so its tip protrusion 191 does not engage with the recess 19h of the control rod 19d;
In addition, since the pulse motor 201 is not energized and does not generate an equivalent locking torque, the binion rack can also rotate freely, so that it can freely slide left and right in accordance with the movement of the lever 22b. In addition, the rod catcher 19c is also movable left and right according to the amount of depression of the accelerator pedal1.
It is in 1.

Therefore, in the movements of both parties, control points)
The movement amount of 19 d is constantly detected by the movement amount sensor 19 with reference to the position where the effective stroke of the plunger is fully closed, and is stored in the data input device of the electronic control unit 101. The amount of movement of the driver 19c is constantly detected by the potentiometer 19& with reference to the position where the amount of depression of the accelerator pedal is zero, and the detection signal is similarly stored in the data input device of the electronic control device 101.

Then, the difference between the two signals is calculated by an arithmetic circuit, and the pulse motor 204 is driven so that the difference becomes zero, thereby adjusting the movement of the control rod 19d to the left and right via the pinion rack, and adjusting the movement described above. When the difference in quantity disappears, the electronic control unit [101 outputs a signal to stop the excitation current supply to the electromagnetic device 19g of the rod Φ catch 19c, and stops the excitation of the electromagnetic device 19g. For this reason, rod catcher 19. is rotated counterclockwise by the force of the spring 19j, and its tip projection 191 is engaged with the control rod 19dD recess 1619h. As a result, the control rod 19d becomes a rod that is firmly connected to the rod catcher 19c. From K, 'i
In the diagram ``x'', at time t1 after the automatic gear shift, even if the driver gradually depresses the accelerator pedal more strongly during the automatic gear shift operation (accelerator 8 curve), the accelerator pedal is pressed down in a normal driving manner (accelerator 8 curve). This allows the effective stroke of the plunger to be obtained, increasing fuel injection and increasing the number of revolutions of the diesel engine, resulting in rapid acceleration.The driver then adjusts the amount of depression of the accelerator pedal in order to obtain the desired vehicle speed. This eliminates the discomfort caused by the speed of the vehicle after automatic gear shifting operation.

As described above, according to the present invention, when the electromagnetic clutch of a diesel vehicle is activated, the clutch rotation speed and the engine rotation speed can be made almost equal, so that clutch slip does not occur and the engine side and electromagnetic clutch are connected extremely smoothly, and there is no vibration or shock, giving you a comfortable East Army feel.

Further, according to the present invention, the engine is rotated to achieve the engine speed after downshifting, and the rotational speed of the idle gear of the automatic transmission, which is fixed to the main shaft, is reduced by half-clutch operation. Since the rotational speed can be brought close to that of the main shaft, gear changes can be performed smoothly and an even more comfortable riding feeling can be obtained.

Further, according to the present invention, after the automatic gear shift operation is completed, the fuel injection amount of the diesel engine is controlled to be the amount corresponding to the depression of the accelerator pedal, so that the driver does not experience any discomfort when driving.

[Brief explanation of drawings]

Fig. 1 is an automatic shift line pattern diagram, Fig. 2 is an explanatory diagram of downshift operation of a manual transmission, Fig. 5 is an explanatory diagram of a gear shifting method of a parallel shaft gear automatic transmission according to the present invention, and Fig. 4 5 is an explanatory diagram of a transmission device that implements the transmission method of the present invention, FIG. 5 is an explanatory diagram of an electromagnetic clutch, FIG. 6 is an explanatory diagram of a plunger drive mechanism, and FIG. 7 is a configuration diagram of a control lever clutch. 11... Engine, 12... Electromagnetic clutch, 15.
... Parallel shaft gear type transmission, 14... Actuator,
18... Control rack, 19... Chixel pedal, 20... Control lever clutch, 22...
... Francia automatic drive mechanism, 25... Engine rotation speed sensor, 24... Vehicle speed sensor, 25... Gear position position sensor, 26... Shift lever - position 7f, 27° -・Clutch-on/off-senna, 1o1...Electronic control device patent applicant: Isuy Motor Co., Ltd. Patent attorney Tsuji Tsuji, 2 persons Fig. 1 Low speed 112 Fig. 14 (Continuation of second page 1 0 Invention) Osamu Horata 6-22-10 Minami Oi, Tokyo Parts Ward, Isu Jidosha Co., Ltd.

Claims (1)

[Claims] (1) In a speed changing method for a parallel shaft gear type automatic transmission,
a first step of generating a shift signal based on signals indicating at least the effective stroke of the plunger of the fuel injection pump or the engine speed, the vehicle speed, and the gear position;
The second step is to reduce the effective stroke of the shift plunger to a predetermined opening degree by generating a shift signal, and to shift the clutch from on to off based on the shift signal, and to shift the automatic transmission to neutral after the clutch is completely off. 1
The fifth step is to temporarily operate the clutch and bring the rotational speed of the input shaft of the automatic transmission closer to the engine rotational speed.The fourth step is to shift the automatic transmission down from neutral after the clutch is disengaged. Fifth step: Increase the effective stroke of the fuel injection pump plunger and turn on the clutch. Sixth step: Adjust the control rod to the accelerator pedal so that the effective stroke of the fuel injection pump plunger corresponds to the amount of depression of the accelerator pedal. 1. A method of shifting a parallel shaft gear type automatic transmission for a diesel vehicle, characterized by having an IH7 step connected to a parallel shaft gear type automatic transmission. (2) Determine the engine speed after downshifting based on the engine speed and gear ratio before downshifting and the gear ratio after downshifting, and adjust the fuel in the jII2 step so that the engine speed reaches the core engine speed. A method of shifting a parallel shaft gear type automatic transmission for a diesel vehicle according to claim 1, characterized in that the effective stroke of a plunger of an injection pump is controlled. (5) In the second step, the effective stroke of the plunger of the fuel injection pump is once fully closed, and then the opening is set to a predetermined degree.
1) Shifting method for a parallel shaft gear type automatic transmission for a diesel vehicle as described in item 1). (4) In the second step, the effective stroke t11 of the plunger of the fuel injection pump is reduced to a predetermined opening degree. A gear-shifting method for a gear type automatic transmission, (5), characterized in that each step is executed by generating a gear-shift signal regardless of the depression state of the accelerator pedal. Shifting method of parallel shaft gear type automatic transmission of diesel car. (6) The fourth step is executed by detecting that the automatic transmission is in neutral and that the engine speed is above a predetermined value. ) Transmission method for a parallel shaft gear type automatic transmission for a diesel vehicle as described in item ). (7) In a transmission of a parallel shaft/gear type automatic transmission, a detector that detects the effective stroke of the plunger of the fuel injection pump, or the engine rotation speed, vehicle speed, and gear position, and the effective stroke of the plunger of the fuel injection pump. , 1: A plunger drive mechanism that opens and closes the stroke, an automatic clutch mechanism that controls the connection state between the crankshaft and the input shaft of the transmission based on commands, and a parallel shaft gear type automatic transmission mechanism that disconnects and controls the effective stroke of the plunger of the nuclear fuel injection pump. a mechanism that connects the accelerator pedal and the control rod in accordance with the amount of depression of the accelerator pedal; a plunger drive mechanism that provides a double clutch action;
Predetermine and memorize the operation sequence of the automatic clutch mechanism and parallel shaft gear type automatic transmission, and start the operation sequence based on the effective stroke of the plunger of the fuel injection pump or engine rotation speed, vehicle speed, and gear position. 1. A transmission device for a parallel shaft gear type automatic transmission for a diesel vehicle, characterized by having an electronic control device for controlling the transmission.