JPS6012340A - Automatic changer of car travel speed change mechanism - Google Patents

Abstract

PURPOSE:To reduce the fatigue and improve the fuel consumption by assembling sliding shafts slided by electric signals in response to the travel speed and accelerator opening and automatically switching the gear ratio in a normal speed changer. CONSTITUTION:A vertical shaft C1 as a sliding shaft driving a shift lever C5 and a horizontal shaft C2 as a sliding shaft driving a select lever C4 are arranged on a change mechanism connected to a manual change lever C. Depending on the depressing force of an accelerator pedal, motors M1, M2 receive a car speed signal from a car speed detector and an opening signal from an accelerator opening detector and are properly operated, and the vertical shaft C1 and horizontal shaft C2 are slided to automatically switch the gear ratio of the change mechanism.

Description

[Detailed Description of the Invention] In order to change the running speed of an automobile, the gear ratio of the transmission is changed using a change gear lever. First, the clutch is disengaged by stepping on the foot, and then the change lever is operated to select the desired value. The driving operation of changing the gear ratio to the speed position and reconnecting the clutch is achieved by incorporating a two-way sliding shaft into the gear ratio change mechanism, and using a traveling speed detector and accelerator opening/closing degree that incorporate the sliding shaft into the vehicle. An automatic vehicle running speed conversion mechanism that automatically switches gear ratios by sliding gears based on electrical signals detected and emitted by a detector, etc., so that the desired running speed can be controlled automatically using electrical signals as well as manually. This invention relates to a conversion device.

When driving a car, converting the running speed is one of the most important control operations.Therefore, after acquiring advanced driving skills in order to obtain driving qualifications, when actually driving a car, the driver must be aware of the surroundings. It is customary to constantly monitor the driving situation and operate the change lever depending on the situation in order to obtain an advantageous driving situation, relying on the feeling of the hand operating the lever. However, the switching operation of the change lever always involves the operation of disengaging and connecting the clutch before and after, which causes severe driver fatigue, and has the disadvantage that the clutch plate wears out quickly if the driver is inexperienced in clutch operation. However, there were problems such as the need for special skill to start on a full board road, and the possibility of engine stoppage accidents when starting or stopping suddenly.

Therefore, the inventors of the present invention have proposed patent application No. 185490/1983
No. 85491, No. 58-72008, in addition to foot operation for disengaging and connecting the clutch, a separate fluid pressure mechanism is installed in the vehicle body, and the driver operates electrically actuated parts such as electromagnetic valves built into the fluid pressure mechanism. We have already proposed a device in which when an electric switch provided within a possible range is operated, the electric component is activated and fluid pressure is activated, and the clutch is automatically disconnected and connected using the fluid pressure.

This invention has been developed to enable automatic disconnection of the latch and change of the gear ratio of the transmission to be operated electrically as well as manually with the change lever. Shafts that slide in the vertical axis direction and in the horizontal axis direction perpendicular to the y direction are built into the vehicle body, and both shafts are connected to the shift lever and the select lever through joints, respectively. The emotional axis is slid at the appropriate time by a prime mover driven by an electric signal detected and emitted by the vehicle's travel speed detector and accelerator opening/closing degree detector to drive the shift lever and select lever, and automatically change the gear ratio. In this way, the number of manual change lever operations by the driver has been drastically reduced, reducing fatigue. Since this process is carried out automatically under optimal conditions, there is less waste in terms of fuel consumption, making it possible to create an economically superior device.

Next, the present invention will be described in detail with reference to an embodiment shown in the accompanying drawings.As shown in FIG. 1, an accelerator opening/closing degree detector (switch S2 , S5, S4, S5), a lower switch SO connected to the brake pedal B, and a switch S6 for placing the change lever C in the neutral position.
For example, a set switch S1 is provided in the front part of the driver's seat for connecting the automatic conversion device of the present invention that electrically drives the change mechanism to the power source, and a set switch S1 is provided in the front part of the driver's seat. The transmission T is equipped with an engine speed detector EO, the transmission T is equipped with a traveling speed detector T3 (rotational pulse generator) on the couple T2 taken out from the speed measuring device outlet TO, and the change mechanism connected to the change lever C is equipped with a travel speed detector T3 (rotational pulse generator). , sliding shafts C1 and C2 for automatically driving the mechanism are incorporated into the vehicle body. Note that the code T1 is the cable TI for the speed measuring device, and the cable 1
1 and the cable T2 rotate at the same time.

Figure 2 is a control circuit diagram of the automatic conversion device of the present invention.
The maximum rotational speeds r, p, and m of the engine E emitted by the engine E are detected, and the rotational pulses emitted by the vehicle speed detector T3 are calculated by a pulse calculation circuit, and the electrical signals and the accelerator opening/closing degree detector S2... 85, etc., the acceleration/deceleration judgment circuit, shift point calculation circuit, and engine overrun prevention circuit determine the gear ratio through the high gear switching circuit when increasing speed, and through the low gear switching circuit when decelerating, and send the gear ratio to the change mechanism. A circuit is built in to send a switching signal.

Of course, a circuit is provided to automatically disconnect and connect the clutch K each time the change mechanism is switched.

By the way, the automatic switching of the transmission T by the device of the present invention is performed automatically depending on the vehicle speed, engine speed, and amount of depression of the accelerator pedal. Therefore, even if the traveling speed is the same, the gear shift of the transmission T is automatically changed depending on the amount of depression of the accelerator pedal. Convert the position. The gear shift diagram (No. 6
It goes without saying that the shift points in the shift diagram can be arbitrarily changed according to the type of automobile by changing the degree of opening/closing of the accelerator and the vehicle speed.

The shift diagram in FIG. 6 is a graph in which the horizontal axis is the vehicle speed hr7 h and the vertical axis is the accelerator opening/closing degree.

In the relationship between vehicle speed and accelerator opening/closing degree in the graph, the points at which the shift position changes are shown by lines, with the solid line representing the shift point during acceleration, and the dotted line representing the shift point during deceleration.

Assuming that there are five stages when the vehicle speed changes from low to high speed, the lowest speed will be referred to as (1) speed, and the highest speed will be referred to as (5) speed. What is the transmission T shift position and vehicle speed? (1)
It is expressed as speed → (2) speed...→(5) speed, and similarly, when decelerating, it is expressed as (5) speed → (4) speed...→il+speed.

In Fig. 6, for example, let F be the point where the vehicle is traveling at a speed of 12"/h when the accelerator opening/closing degree is out of range, and change the accelerator opening/closing degree from point F until it is 1/3 or less (downward arrow). When the speed changes from (2) to (3) on the graph,
Since the gear range is changed, the shift position of the transmission T changes from the (2) speed to the (3) speed, resulting in a high speed change. Or, the accelerator opening/closing degree is between the bars and the vehicle speed increases further, and when it exceeds 15A711/h (arrow pointing to the right), the vehicle speed exceeds the solid line from (2) speed to (3) speed, so change the shift position of transmission T. This results in a high speed gear change from (2) speed to (3) speed.

Next, deceleration gear switching is a conversion that is the opposite of the above-mentioned high gear gear switching, but when trying to automatically change the gear position of the transmission T, it is necessary to change the gear position between adjacent gear positions as shown in the graph of Fig. 6. Hysteresis is provided at the shift points of the high gear (solid line) and low gear (dotted line) so that the gears are shifted at a lower speed when decelerating than when accelerating, and in this way the car is running near the gear shift point. This is to ensure that the gear shift position does not change frequently. For this purpose, the change mechanism automatic conversion control circuit is equipped with an increase/deceleration judgment circuit, a shift point calculation circuit, and a circuit to prevent engine overrun that tends to occur when driving downhill, as shown in Figure 2. K to automatically change the shift position of VC transmission T to meet the conditions of
It is.

However, this article will omit a detailed explanation of the complicated control circuits for automatic switching, and will simply refer to these as (2) fast-acting relays, (3) fast-acting relays, etc. We will express this as a circuit and proceed with the explanation using a circuit that controls how the change mechanism is automatically switched.

FIG. 4 shows an embodiment in which a drive mechanism using an electric motor of the automatic conversion device of the present invention is incorporated into a change mechanism connected to a manual change lever C, in which the change lever C is connected to a select lever C4 and a shift lever C5. An automatic conversion mechanism is incorporated into each specific shred of the driving mechanism. In the automatic conversion mechanism, the sliding shaft that drives the shift lever C5 is called the vertical axis C1, and the sliding shaft that drives the select lever C4 is called the horizontal axis C2.
5. Universal joint C11, C2 between C4
1, and both shafts c1 and C2 slide within their respective support bearings CI2, CI2, C22, and C22, and shift lever C5 and select lever C4 according to the speed display C3 displayed on the top surface of change lever c. It drives the transmission T and changes the gear ratio of the transmission T.

The two shafts C1 and C2 each have a part connected to the rack C1.
3. C23 and L, the pinions C14 and C24 that mesh with the racks C16 and C23 are connected to the electromagnetic clutch CL with a reduction gear.
1, connected to electric motors M1 and M2 via CL2, respectively. In addition, protrusions C16 and C2 are provided on both shafts c1 and C2, respectively.
6 is provided protrudingly, and among the projections C16 and C26, the vertical axis projection C1
Switches LS3, LS4, and Ls5 that operate 6 are on the vertical axis c
The switch LSI, LS2, which is actuated by the horizontal shaft protrusion C26, is provided at two stages along the horizontal axis C2. The arrangement of these switches is as shown in the speed display C3 displayed on the top of the change lever C. Although the lever C is tilted in three steps in the direction of the horizontal axis C2, the left side of the display C3 There is no need to automatically tilt the change lever C to the (R) speed display and (1) speed display sides, so there is no switch on that side.

The accelerator opening/closing degree detectors S2, N6...N5 are connected to the accelerator opening/closing rod A1 attached to the accelerator pedal A as shown in Fig. 1.
Since the amount of descent changes depending on the amount of depression of the pedal A, the protrusion A2 provided on the opening/closing rod A1 sequentially operates switches S2, N3, etc. provided in several stages, thereby adjusting the accelerator opening/closing degree. These steps are as follows: When the amount of depression of the accelerator pedal A is zero, the accelerator opening/closing rod A1 is raised, its protrusion A2 is at the highest position, the switch S2 is closed, and the switch S3 is closed. , N4, N5
is open. When pedal A is depressed and the accelerator opens from 0 to 173, switches S2, N4, and N5 open and the next switch S6 closes, and the accelerator opens from 176 to 2.
When the accelerator is opened at /3, switches S2, N6, and N5 are open and switch S4 is closed.Similarly, when the accelerator is fully opened from 273, only switch S5 is closed.

Next, we will explain the state in which the change mechanism is automatically driven and the shift position of the transmission T is changed by the control circuit shown in Fig. 5.6.
) is normally open, and is closed by the operation of relay RY. However, a certain normally open contact is combined with a normally closed contact of the black circle, so that when the normally open contact closes, the normally closed contact opens.

In this case, the normally open contact is simply called the a contact, and the normally closed contact is called the b contact.
It is called a contact point.

When the key is inserted into the engine key SS and the key is turned to the circuit 885 that starts the engine E, a circuit to the engine starting relay SM is formed, which closes the contact SM of the starter motor C'M circuit 2, and the starter motor cM rotates. Then engine E starts. If the forward change lever C is in a speed position other than the neutral position N1, the car will start running at the same time as the engine E starts, which is very dangerous. Therefore, switches LSI and LS4 that close the contacts when the change lever C is switched to the neutral position N1 are incorporated into the circuit 883 of the engine starting relay SM.

In addition, when the change lever (-〇) is operated and tilted for each gear shift position of the speed display C3 displayed on the top surface of the change lever C, the protrusion CI6 of the vertical axis C1 is provided along the vertical axis C1. Three-stage limit switch LS3, LS4,
The relationship in which one of the LS5 is activated and the relationship in which the protrusion C26 on the horizontal axis C2 activates one of the two-stage limit switches LS1 and LS2 provided along the horizontal axis C2 are listed as follows. It is as follows.

(21-LS 1, LS 5 (41-LS 2, L
S3N1-LSI, I, 84 N2-LS2, LS4f
31-LSI,LS5 f5)-LS2,I,S
5 Return the key inserted into the engine key SS to circuit SS1 and manually operate the change lever C to move it to the neutral position N.
When switching to 1, in this case, the vertical axis C of the change lever C
1. The horizontal axis C2 is the electric motor M1, N2 that slides it together.
Since the electromagnetic clutches CL1 and CL2 that connect the pinions C14 and C24 are not energized, the electromagnetic clutches are disconnected, and the change lever C can be freely operated manually to switch to the neutral position N1. can.

When the change lever C is switched to the neutral position fN1, each protrusion CI6, C2 on the vertical axis C1 and horizontal axis C2 moves as shown in Fig. 4.
6 acts on the switches LS1 and LS4 to close them, thus opening the contacts LSI and LS4 of the circuit S85 in FIG.
is closed, so engine E will start for the first time.

Manually move change lever C to neutral position fiiT N
Even if you forget to switch to 1, the engine key S
When you put the key in S and turn on the set switch S1 of the automatic switching device installed on the driver's seat, the electromagnetic clutch C of the circuit S82 is turned on.
Since L1 and CL2 are activated and the electric motors M1 and N2 are connected to the pinions C14 and 024, it becomes difficult to operate the change lever C manually. Therefore, the handle H (
When the neutral switch S6 installed near the switch S6 (Fig. 1) is turned on, the circuit 4 of the switch S6 becomes a relay because the accelerator opening/closing degree detection switch S2 in the circuit 4 is turned on because the accelerator pedal A is not depressed. 1' (Activate N73.

When relay RY73 is activated, relay 7 in FIG.
Since the a contact of 3 is closed but the b contact is open at the same time, circuit 5
attempts to activate relay RY75. In this case, since the change lever C has not yet been switched to the neutral position N1, the contacts of the switches LS1 and LS4 of the circuit 5 are either the B contact LSI or the switch LS4, and therefore the circuit 5 is closed. Established and relay RY 75
is activated.

When relay RY75 is activated, it connects contact RY of circuit 6.
75 is closed, and electric motor M4 and solenoid valve SV4 are driven. The electric motor M4 drives the pump P of the hydraulic system in Figure 1, and sends hydraulic oil to the slave cylinder A8 through the accumulator A9 and the switched solenoid valve SV4.
Push out the bushing rod A7, actuate shift fork 1, and disconnect clutch 1. The difference is that the clutch is disconnected by pressing the foot pedal KO and generating hydraulic pressure to disconnect the clutch. It is similar to

Of course, it goes without saying that a pneumatic mechanism may be used instead of this hydraulic mechanism to disengage the clutch K.

The bushing rod A7 has a protrusion A6, and the protrusion A6 is connected to the limit switch LS6 when the clutch K is disengaged.
is closed, and relay RY74 of circuit 7 in FIG. 5 is activated.

Relay 1 (N74) closes relay contact 11Y74 of circuit 8 and activates relay RY64. In this case, the b contact LSI, LS4 incorporated in circuit 8 is connected to ~・ma when change lever C is switched to neutral position N1. Because there is no
Since either of them is in and relay contact RY73 is closed, relay RY64 is activated.

When relay 1 (N64) is activated, in Fig. 6, if change lever C is now on the far side (2), it means that protrusion C16'' on vertical axis C1 is on switch LS5 in Fig. 4. The a contact of the switch LS3 is closed, and since the protrusion C16 is away from the switch LS4, the b contact of the switch LS4 is closed. In this way, the circuit 9 (FIG. 6) is established and the relay RY77 is activated. Then, the motor M1 circuit 10 closes the v-a contact RY77 and opens the same contact RY77, so the motor M1 rotates forward and the vertical axis C
1 in the positive direction of the arrow, and turn the change lever C (2).
Switch from the speed position to the neutral position N1. This, of course, drives the shift lever C5 accordingly.

When the vertical axis C1 begins to slide, the protrusion C16 on the switch LS5 immediately separates from the switch L15, but
Circuit 9 is self-maintained by relay RY77 and continues rotation of electric motor M1.

When the change lever C is switched to the neutral position N1, the b contact LS4 of the switch LS4 opens to stop the operation of the relay RY77 of the circuit 9 and stop the electric motor M1. Also, since the switch LSI is already on, its b contact LSI
is open, so circuit 5 is not established and relay RY
75 ceases its operation. This opens the relay contact RY75 of the circuit 6, so the electric motor +aM4 of the hydraulic system stops, the solenoid pulp SV4 returns to its original state due to the spring force, releases the hydraulic pressure from the slave cylinder A8, and connects the clutch K.

In this way, the engine E is started with the change lever C switched to the neutral position N1.

When the engine E starts and the neutral switch S6 is turned off, the contact 6 of the circuit 4 opens, so the relay i'LY75 stops its operation, but the circuits 11 and 12 are connected to the circuit shown in FIG. 5 because the car is stopped. Contact points RY10, R
Y20 is closed, and the contact S2 of the accelerator opening/closing degree detector in circuit 11.12 is closed because the accelerator is not pressed, and the B contact, LSI, and LS3 are closed because the change lever C is in the neutral position N1. B contact LS3 is closed, and the B contact of relay RY75 is closed due to the relationship with circuit 4, so relay RY75 is activated, which operates hydraulic system electric motor M4, pump P1, solenoid valve SV4 from circuit 6, and clutch K. Cut again.

When the disconnection to Clara and Chi is completed, relay R is activated by circuit 7.
Y74 is activated and it establishes circuit 13. That is, in each of the contacts of the switches LSI and LS3 of the circuit 13, the b contact LS3 is closed, and the relay contact 1' (Y2O is also closed,
The b contact S6 of the neutral switch is also closed, thus activating the relay RY24. This relay RY24 is an instruction relay for switching the vehicle traveling speed to the (2) speed. When the relay RY24 is activated, the circuit 14 in FIG.
holds true. That is, since the a contact of the switch LSI of the circuit 14 is closed and the b contact of the switch LS3 is closed, the relay RY78 is activated, and it is connected to the circuit 15.
is established, and the electric motor M1 is rotated in the reverse direction.

The reverse rotation of the electric laM1 is in the direction of the fourth road arrow on the vertical axis C1
, move the protrusions C1, 6 of the uI: shaft C1 from switch LS4 to switch LS3, and move the protrusions C16
acts on the switch LS3, the a contact of the switch LS3 closes, but the b contact opens. When the b contact of the switch LS5 opens, the circuit 14 is opened and the relay RY7B stops its operation, so the reverse rotation of the motor M1 is stopped, and the change lever C is thus switched to the (2) speed position.

When the change lever C switches to the (2) speed position, the circuit 12
Both the b contacts LSI and LS3 will be opened, but the relay RY75 is still activated by the circuit 11. When the accelerator pedal A is depressed to start the automobile, the protrusion A2 of the accelerator opening/closing rod A1 leaves the switch s2 and moves to the next switch S3. At this time, the contact s2 of the circuit 11 opens, so the operation of the relay RY75 is stopped due to X, the circuit 6 is opened, the hydraulic pressure is released, and the clutch is connected.
The car starts in (2) speed.

The driving conditions of the car have improved, and the vehicle speed has changed from (2) to (4).
When the accelerator pedal A is depressed to increase the speed, the protrusion A2 that descends when the accelerator pedal A is depressed acts on the switch s4 or s5, which responds to the signals issued by the engine speed detector BO and the vehicle speed detector T3. In conjunction with this, when the control circuits such as the increase/deceleration judgment circuit and the shift point calculation circuit reach a running state suitable for car ratio switching, (4) the speed instruction relay RYao is activated, which is the result of the circuit 16 in FIG. Close the relay contact RY4o and close the b contact LS2 of the circuit 16.
, of LS3, change lever C is in (2) speed (
F), so b contact LS3 is open, but b contact L
S2 is closed, so relay RY75 is activated, circuit 6 activates the hydraulic system, and the clutch is disconnected.

When clutch K disengages, its completion signal activates relay RY74 by circuit 7, which is connected to circuit 170)')
Activate RY44. Relay RY44 establishes circuit 18 in FIG. 6, which is self-maintained by relay RY77, and establishes circuit 1o to rotate electric motor M1 in the forward direction.

The forward rotation of the electric motor M1 causes the protrusion c16 on the vertical axis c1 to move from the switch LSs to the switch LS4, and therefore the circuit 1
8, switch LS3 is turned off and the b contact of switch LS4 is also opened, so relay R'Y77 stops its operation and stops electric motor M1. At this point, the change mechanism has been switched to the neutral position N1.

When the change lever C is in the neutral position N11C, the a contacts of switches LS1 and LS4 close, so circuit 19 is established and relay RY80 is activated, which is connected to switch L.
It is self-retained until the protrusion C26 acts on S2. Relay RY80 establishes a reverse rotation circuit 20 for electric motor M2, and electric motor M2 rotates in reverse. The horizontal shaft C2 slides in the direction of the fourth rotation arrow, causing the protrusion C26 to act on the switch LS2. When switch LS2 is turned on, circuit 19 opens, so motor M2 stops, and circuit 21 is established this time, activating relay RY78, which causes circuit 15 to rotate motor M1 in the reverse direction.
The protrusion CI6 on the vertical axis C1 acts on the switch LS5, and in this way the circuit 21 opens its b contact LS3, so that the relay R
Y78 stops its operation and stops electric motor M1. On the other hand, in circuit 16, the contacts of switches LS2 and LS3 are opened, so the operation of L/-RY75' is stopped, and the hydraulic pressure is released by circuit 6 through solenoid valve SV4, and the clutch is connected and the car is moved to (4). Continue driving at speed.

Fig. 7 shows an example in which the gear ratio of the transmission T is automatically changed by a hydraulic mechanism, in which the piston rond of the hydraulic cylinder V1 is connected to the vertical shaft C1 for driving the shift lever C5, and the piston rond of the hydraulic cylinder V1 is connected to the vertical shaft C1 for driving the select lever C4. Horizontal axis C
2 is connected to the piston rod of the hydraulic cylinder V2. Both hydraulic cylinders v1 and v2 have flow path switching valves V6 and V4.
The hydraulic pressure generator is connected through the .

This hydraulic pressure generator is connected to the clutch shown in Figure 1 for disconnection and
Although the connection hydraulic mechanism may be used as is, in order to make the explanation easier to understand, the explanation will be given using an example using another hydraulic pressure generating device.

□By the electric circuit shown in Fig. 8, when the engine key ss is operated and the set switch S1 for automatically operating the change lever C is turned on, the relay RY is activated and the electric motor M is turned on.
6 relay contact RY is closed and electric motor M3 is started. The electric motor M3 drives the pump P1 to send the hydraulic oil in the tank TA to the hydraulic pipe line, and when the oil pressure is accumulated at a predetermined pressure in the accumulator AC, the pressure sensitive switch PS is activated, and its normally closed contact PS is opened to open the electric motor M3. to stop.

When the change lever C is placed in (2) gear when starting the engine, the neutral switch S6 is turned on and the 5th gear is turned on.
In the figure, circuit 4 operates relay RY73, circuit 5 operates relay RY75, and circuit 6 disconnects clutch K.

When clutch l (disconnection is completed), relay RY74 is activated by circuit 7.
is activated, closing circuit 8 and activating relay RY64. Relay RY64 is operated by relay RY7 by circuit 9 in Figure 6.
7 is activated, operating the solenoid SV1 shown in FIG.
The flow path switching valve 3 shown in the figure is pulled in the direction of the solenoid S'V1 against the spring force acting on it, the hydraulic pressure is sent from the pipe P2 to the cylinder 1, and the vertical axis C1 is drawn into the cylinder v1.

In this way, the shift lever C5 is actuated, and the protrusion C16 on the vertical axis C1 transfers its action from the switch LS3 to the switch LS4.

When the switch LS4 closes and the switch LS5 opens, the circuit 9 opens and the relay 1 (Y77 stops its operation, so the relay contact RY77 opens and the solenoid S1 stops its operation, and the flow path switching valve ■3 is activated by the spring force. Return to the neutral position and maintain the state in which the piston in cylinder 1 is pulled into cylinder 1.

On the other hand, since the b contacts LSI and LS4 of circuit 5.8 in Fig. 5 are both open, relay RY75.64 stops its operation.
Circuit 6 opens, clutch K connects, and change lever C
is returned to the neutral position fitN1, and thus the starting circuit SS3 of the engine E is established.

Vehicle driving conditions have improved, and the vehicle speed has suddenly increased from (2) speed to (
5) When it is desired to switch the change lever 0 to speed 5, the relay 1 contact RY50 of the circuit 60 in FIG. 5 closes. Since the change lever C is currently in the (2) speed, the switches on the vertical axis C1 and the horizontal axis C2 have respective protrusions C16 and C26 acting on LS3 and LSI, so that the circuit 60 is established and the relay RY75 is activated.

Relay RY75 is disconnected by the clutch due to circuit 6,
When the disconnection is completed, relay RY74 is activated by circuit 7, which establishes circuit 51 and activates relay RY54. The operation of relay RY54 is as follows: relay contact RY54 of circuit 32 is closed, a contact LS5 is closed, and b contact LS is activated.
Since 2 is also closed, relay RY77 operates, operating solenoid sgi in Fig. 8, and applying hydraulic pressure to pipe P2.

The hydraulic pressure draws the vertical shaft C1 into the cylinder ■1, and the protrusion C1
6 moves from switch LS5 to LS4.

At this time, in the circuit 32, the a contact LS5 opens and the b contact LS4 also opens, so the relay RY77 stops and the switching valve v3 returns to neutral.

Next, when the circuit 53 in FIG. 6 is established and the force monitoring relay RY80 is activated, the solenoid 5lr2 in FIG.
At the same time as the selector lever (-C4) is driven, the protrusion C26 comes to act on the switch LS2.

When the protrusion C26 acts on the switch LS2, a of the circuit 36
Contact LSI opens and b contact LS2 also closes, so relay R
Y80 is stopped, solenoid lL2 is stopped, and switching valve v
4 returns to neutral. In addition, the a and contact LS2 of the circuit 34 are closed, and the b contact LS5 is also closed, so that the relay RY77 is activated, which activates the solenoid V8v11 and sends the hydraulic pressure to the pipe P2 again, and the vertical axis C1 is further connected to the cylinder. ■Pull it into 1. In this way, when the vertical shaft protrusion CI6 acts on the switch LS5, the circuit 34 is opened, the solenoid SK1 is stopped, and the fifth solenoid SK1 is stopped.
Since the b contacts LS2 and LS5 of the circuit 30 are both opened, the relay RY75 is stopped, the clutch is connected, and the gear ratio change at vehicle speed (5) is completed.

The above hydraulic mechanism is equipped with piping that returns the hydraulic oil discharged through each switch *V3 and V4 to the tank TA,
If pneumatic pressure is used instead of this hydraulic mechanism, the hydraulic oil discharge passages of each switching valve (3) and (V4) may simply discharge the hydraulic oil into the atmosphere.

As described above, the automatic conversion device of the automobile traveling speed conversion mechanism of the present invention can not only be easily incorporated into a currently running car, but also the mode of automatic conversion can be changed by simply pressing the accelerator pedal A. receives signals from the vehicle speed detector T3, accelerator opening/closing degree detectors S2,...S5, and engine speed detector EO, calculates the vehicle speed level that the driver is aiming for, and automatically changes the gear of the transmission T. Since the ratio is converted, the driver's driving fatigue level is drastically reduced, and since the conversion time is also converted at the optimum driving condition of the car, fuel consumption can be saved, making it an excellent device for automobile equipment. It was possible to do this.

[Brief explanation of the drawing]

The accompanying drawings show an embodiment of the automatic conversion device of the present invention, and FIG. 1 is a schematic diagram showing its general configuration, and FIG. 2 is a control circuit diagram thereof.
Figure 5 is a hysteresis shift diagram, Figure 4 is a schematic diagram of the electrical automatic conversion mechanism of the gear ratio change mechanism, and Figure 5.6.
The figure is a control circuit diagram, FIG. 7 is a schematic diagram of the hydraulic automatic conversion mechanism of the gear ratio change mechanism, and FIG. 8 is the electric circuit. Dou 2 zu 1000: 5 zu taste S zu Kano 8 zu procedural amendments 1. Display of case 1982 Patent Application No. 118790 2
, Title of the invention Automatic conversion device for automobile traveling speed conversion mechanism 3, Person making the amendment Patent applicant 8-1 Tenjin Nee, Shimizu City, Shizuoka Prefecture Seiyu Jidosha Shizukou Isuy Automobile Co., Ltd. 4, Agent 5, Date of amendment order None 6. Full text of the specification to be amended and drawings 5.6.8 Figure 7. Contents of the amendment Amended specification 1. Title of the invention Automatic conversion device 2 for automobile traveling speed conversion mechanism. Claims: Use of a dry plate clutch. In a car that has been used for a long time, the converting operation mechanism of the driving speed converting mechanism of the car is equipped with a shaft that slides in the vertical axis direction that tilts the change lever in the front-rear direction and in the horizontal axis direction that is perpendicular to the y direction. , the two shafts are respectively connected to a shift lever and a select lever through joints, and the sliding shaft is adapted to appropriately drive a traveling speed detector and an accelerator lever of an automobile. 3. Detailed Description of the Invention This invention provides a method for changing the gear ratio of a transmission using a change lever in order to change the running speed of an automobile - first, the clutch is disengaged by stepping on the foot, and then the change lever is operated. A driving speed detector that incorporates a two-way sliding shaft into the gear ratio change mechanism and the sliding shaft installed in the vehicle, and an accelerator opening/closing system that handles the vehicle steering operation of changing the gear ratio to the desired speed position and reconnecting the clutch. This is a vehicle running speed conversion mechanism that automatically switches gear ratios by sliding gears using electric signals detected and emitted by speed detectors, etc., and allows the desired running speed to be controlled automatically by electric signals as well as manually. This invention relates to an automatic conversion device. When driving a car, converting the running speed is one of the most important control operations.Therefore, after acquiring advanced driving skills in order to obtain driving qualifications, when actually driving a car, the driver must be aware of the surroundings. It is customary to constantly monitor the driving situation and operate the change lever depending on the situation in order to obtain an advantageous driving situation, relying on the feeling of the hand operating the lever. However, the switching operation of the change lever always involves the operation of disengaging and connecting the clutch before and after, which causes severe driver fatigue, and has the disadvantage that the clutch plate wears out quickly if the driver is inexperienced in clutch operation. However, there were problems such as the need for special skill to start on a boardwalk, and the possibility of an engine stall accident when starting or stopping suddenly. Therefore, the inventors of the present invention applied for patent application No. 57-185490゜1.
No. 85491, 5B-72008, in addition to foot operation for disengaging and connecting the clutch, a separate fluid pressure mechanism is provided in the vehicle body, and the driver operates electrically operated parts such as solenoid valves built into the fluid pressure mechanism. We have already proposed a device in which when an electric switch provided within a possible range is operated, the electric component is activated and fluid pressure is activated, and the clutch is automatically disconnected and connected using the fluid pressure. In addition to automatically disconnecting and connecting the latch, this invention enables the change lever to be operated electrically in addition to manual operation using the change lever to change the gear ratio of the transmission. Shafts that slide in the vertical axis direction for tilting the vehicle and in the horizontal axis direction perpendicular to the y direction are built into the vehicle body, and both shafts are connected to the shift lever and the select lever through joints, respectively, and The shaft is slid at appropriate times by a prime mover driven by an electric signal detected and emitted by the vehicle's travel speed detector and accelerator opening/closing degree detector to drive the shift lever and select lever, thereby automatically changing the gear ratio. This system is characterized by the fact that the number of manual change lever operations by the driver has been drastically reduced, which not only reduces the driver's fatigue level, but also allows the gear ratio change that each detector outputs to Since this is done automatically under the optimal conditions for driving, there is less waste in terms of fuel consumption, making it possible to create an economically superior device. Next, this invention will be explained in more detail with reference to the accompanying drawings. Fig. 1 shows the outline and configuration of the invention applied to large vehicles such as trucks and buses. For example, there is an accelerator opening/closing degree detector (shown as switches S2, S3, S4, and S5) connected to the brake pedal B, a switch SO connected to the brake pedal B, and a switch S6 for placing the change lever C in the neutral position. A set switch S1 is provided near the steering wheel H, and a set switch S1 is provided in the front of the driver's seat for connecting the automatic conversion device of the present invention, which electrically drives the change mechanism, to a power source. The transmission T is equipped with a rotational speed detector EO, and a running speed detector T5 (
The change mechanism connected to the change lever C has sliding shafts C1 and C2 built into the vehicle body to automatically drive the mechanism. Note that the code T
1 is a cable for a speed measuring device, and the cable T1 and the cable T2 rotate at the same time. Figure 2 is a control circuit diagram of the automatic conversion device of the present invention.
The maximum rotational speeds r, p, and m of the engine E emitted by the vehicle speed detector T3 are detected, and the rotational pulses emitted by the vehicle speed detector T3 are calculated by a pulse calculation circuit, and these electrical signals and the accelerator opening/closing degree detector S2...85 In response to electrical signals emitted by the It incorporates a circuit to send switching signals. Of course, a circuit is also provided to automatically disconnect and connect the clutch K each time the change mechanism is switched. By the way, the automatic switching of the transmission T by the device of the present invention is performed automatically depending on the vehicle speed, engine speed, and amount of depression of the accelerator pedal. Therefore, even if the traveling speed is the same, the gear shift of the transmission T is automatically changed depending on the amount of depression of the accelerator pedal. Convert the position. The gear shift diagram for large vehicles such as trucks (Figure 3) shows the state in which the gear shift position changes in this way. Needless to say, it can be changed arbitrarily according to the type of the object.゛ The shift diagram in Fig. 3 is a graph in which the horizontal axis is the vehicle speed (km/h) and the vertical axis is the accelerator opening/closing degree. In the relationship between vehicle speed and accelerator opening/closing degree in the graph, the points at which the shift position changes are shown by lines, with the solid line representing the shift point during acceleration, and the dotted line representing the shift point during deceleration. When the vehicle speed changes from low speed to high speed, if there are five stages, the lowest speed is called (1) speed in the car industry, and the highest speed is called (5) speed. What is the transmission T shift position and vehicle speed? (1)
It is expressed as speed → (2) speed...→(5) speed, and similarly, when decelerating, it is expressed as (5) speed → (4) speed...→(1) speed. In Fig. 6, for example, let F be the point where the vehicle is traveling at 12 km/h when the accelerator opening/closing degree is μ, and from that point F, change the accelerator opening/closing degree so that it becomes 1/3 or less (downward arrow). When the graph changes from (2) gear to (3)
Since the gear range is changed, the shift position of the transmission T changes from the (2) speed to the (3) speed, resulting in a high speed change. Or, keep the accelerator open/closed to the outside to increase the vehicle speed, and when it exceeds 15"/h (arrow pointing to the right), the vehicle speed is (2)
Since the solid line from speed to (3) speed is crossed, the shift position of the transmission T changes from (2) speed to (3) speed. Next, deceleration gear switching is a conversion that is the opposite of the above-mentioned high gear gear switching, but when trying to automatically change the gear position of the transmission T, it is necessary to change the gear position between adjacent gear positions as shown in the graph of Figure 3. Hysteresis is provided at the shift points of the high gear (solid line) and low gear (dotted line) so that the gears are shifted at a lower speed when decelerating than when accelerating, and in this way the car is running near the gear shift point. This is to ensure that the gear shift position does not change frequently. For this reason, the change mechanism automatic conversion control circuit is equipped with an increase/deceleration judgment circuit, a shift point calculation circuit, and a circuit to prevent engine overrun that tends to occur when driving downhill, as shown in Figure 2. The gear position of the transmission T is automatically changed to meet the conditions. However, here we omit a detailed explanation of the complicated control circuits for automatic switching, and simply refer to these as (2) fast-acting relays, (3) fast-acting relays, etc. We will proceed with the explanation using a circuit that controls how the change mechanism is automatically switched. FIG. 4 shows an embodiment in which a drive mechanism by an electric motor of the automatic conversion device of the present invention is incorporated into a change mechanism connected to a manual change lever C, in which the change lever C is connected to a select lever C4, a shift lever/(- An automatic conversion mechanism is incorporated in each specific part of the mechanism that drives Cs. In the automatic conversion mechanism, the sliding shaft that drives the shift lever C5 is called the vertical axis C1, and the sliding shaft that drives the select lever C4 is called the horizontal axis. C2, and the two shafts C1 and C2 have a universal joint C11 between each lever C5 and C'4.
, C21, and both shafts C1 and C2 slide within their respective support bearings C12, C12, C22, and C22, and the shift lever C5 and select lever are connected in accordance with the speed display C3 displayed on the top surface of the change lever C. It drives C4 and changes the gear ratio of the transmission T. The two shafts C1 and C2 each have a part connected to the rack C1.
3. C23 and the pinions C14 and C24 that engage with the racks C13 and C23 are connected to the electromagnetic clutch CL with a reduction gear.
1, connected to electric motors M1 and M2 via CL2, respectively. In addition, protrusions CI6 and C2 are provided on both shafts C1 and C2, respectively.
6 is provided protrudingly, and among the projections C16 and C26, the vertical axis projection CI
Switches LS5, LS4, and LS5 that operate S are M-axis C
IK? The switch LSI, LS2, which is actuated by the horizontal shaft protrusion C26, is provided at two stages along the horizontal axis C2. The arrangement of these switches is such that the lever C is tilted in three steps in the direction of the horizontal axis C2 as shown in the speed display C3 displayed at the top of the change lever C, but the left side of the display C3 Since there is no need to automatically tilt the change lever C toward the (R) speed display and (1) speed display sides in the case of large vehicles, there is no switch on that side. The accelerator opening/closing degree detectors S2, S3...s5 are connected to the accelerator opening/closing rod A1 attached to the accelerator pedal A as shown in FIG.
Since the amount of descent changes depending on the amount of depression of the pedal A, the protrusion A2 provided on the opening/closing rod A1 sequentially operates switches s2, s3, etc. provided in several stages to adjust the accelerator opening/closing degree. These steps are as follows: When the amount of depression on the accelerator pedal is zero, the accelerator opening/closing rod A1 is raised, its protrusion A2 is at the highest position, the switch S2 is closed, and the switch S3 is closed. , S4, S5
is open. When pedal A is depressed and the accelerator opens from 0 to 173, switches S2, S4, and S5 open and the next switch S6 closes, and the accelerator opens from 173 to 2.
When the accelerator is opened at 73, switches S2, S3, and S5 are open and switch S4 is closed, and similarly, when the accelerator is fully open (F/T) from 273, only switch S5 is closed. Next, we will explain the state in which the change mechanism is automatically driven and the gear shift position of the transmission T is changed by the control circuit shown in Figure 5.6. In this circuit, the contacts marked with white circles are normally open; is closed by the operation of relay RY. However, one normally open contact is paired with a normally closed contact (black circle), so that when the normally open contact closes, the normally closed contact opens. The normally open contact in this case is simply called an a contact, and the normally closed contact is called a b contact. Set switch S to automatically convert the change mechanism
1, insert the engine key 5SJC key, and turn the key to the circuit s83 that starts the engine E. A circuit to the engine starting relay SM is formed, which closes the contact SM of the starter motor 0M circuit 2, and the starter motor CM starts rotating. Then engine E starts. At this time, change lever C7
5 (= If the vehicle is at a speed position other than the utral position N1, the car will start running at the same time as the engine E starts, which is very dangerous. Therefore, the engine starting relay SM circuit SS
3, a switch LSI, LS4 that closes the contact when the change lever C is switched to the neutral position N1
will be incorporated. Here, when the change lever C is operated and tilted to each shift position of the speed display C3 displayed on the top surface of the change lever C, the protrusion c16 of the vertical axis c1 changes to the three stages provided along the vertical axis C1. Norimitsu switch LS5, LS4, L
The relationship that activates any of S5 and the protrusion C on the horizontal axis C2
The following is a list of relationships in which the 21S activates either of the two-stage limit switches LS1 and LS2 provided along the horizontal line 111+C2. (2)-LS1, Lsi (it-LS2, LS3
N1-LSI, L84 N2-LS2, LS413)
-LSI, LS5 (5) -LS2, LS5
Return the key inserted into the engine key SS to circuit SS1 and manually operate the change lever C to the neutral position N1.
In this case, the vertical axis C1 of change lever C
, the horizontal axis C2 is a magnetic clutch because the electric motors M1, N2 and pinions C14, C24 that slide it, and the electromagnetic clutches CL1, CL2 that connect them are not energized, so they are magnetic clutches, and the change is made there. The lever C can be freely operated manually to switch to the neutral position tN,1. When the change lever C is switched to the neutral position N1, the projections C16 and C2 on the vertical axis C1 and the horizontal axis C2 move as shown in Fig. 4.
6 acts on the switch LSI, LS4 to close the switch, and thus the contact LSI, LS4 of the circuit SS3 in FIG.
is closed, so engine E will start for the first time. Even if you forget to manually switch the change lever C to the neutral position N1, insert the key into the engine key SS, turn it to circuit SS2, and turn on the set switch S1 of the automatic switching device installed on the driver's seat. circuit 882
The electromagnetic clutches CL1 and CL2 operate, and each electric motor M1
．． Since M2 and pinions C14 and C24 are connected, change lever/<-C is no longer difficult to operate manually. Therefore, when the neutral switch S6 installed near the handle H (Fig. 1) is turned on, the circuit 4 of the switch S6 (
(See FIG. 5), the accelerator opening/closing degree detection switch S2 in the circuit 4 is turned on because the accelerator pedal A is not depressed, and activates the relay RY73. When relay RY73 is activated, relay 7 in FIG.
Since the a contact of 3 is closed but the b contact is open at the same time, circuit 5
attempts to activate relay RY75. In this case, since the change lever C has not yet been switched to the neutral position N1, the contacts of the switches LSI and LS4 of the circuit 5 are either the B contact LSI or the switch LS4, and therefore the circuit 5 is closed. Established and relay 1 (Y75
is activated. When relay RY75 is activated, it connects contact RY of circuit 6.
75 is closed, and electric motor M4 and solenoid valve SV4 are driven. The electric motor M4 drives the pump P of the hydraulic system in Fig. 1, and sends hydraulic oil to the slave cylinder 88 through the accumulator A9 and the switched solenoid valve Sv4.
Push out bushing rod A7, actuate shift fork 1, and disconnect clutch K. Similar to the conventional clutch, the clutch is disconnected by pressing the foot pedal KO to generate hydraulic pressure. Of course, it goes without saying that a pneumatic mechanism may be used instead of this hydraulic mechanism to disengage the clutch K. There is a protrusion A6 on the bushing rod A7, and this protrusion A6 is the point at which the clutch K is disengaged ~ Mitsutswitch LS
6 is closed, and relay RY74 of circuit 7 in FIG. 5 is activated. Relay RY74 closes relay contact RY74 of circuit 8 and activates relay RY64. In this case, the change lever C is not currently switched to the neutral position N1, so one of the b contacts LSI and LS4 built into the circuit 8 is engaged, and the relay contact 11 ('Y 7 S is closed). When the relay RY64 is activated, if the change lever C is now on the far side (2) in FIG.
3, the a contact of the switch LS3 is closed, and this is because the protrusion CI6 is away from the switch LS4.
The b contact of the switch LS4 is closed. In this way, circuit 9 (Fig. 6) is established, relay RY77 is activated, closes relay a contact RY77 of motor M1 circuit 10, and opens the same contact RY77, so motor M1 rotates in the forward direction, with vertical axis C1 moving in the positive direction of the arrow. and switch the change lever C from the (2) speed position to the neutral position N1. This, of course, drives the shift lever C5 accordingly. When the vertical axis C1 begins to slide, the protrusion C16 on the switch LS3 immediately separates from the switch I, 83, but the circuit 9 is self-held by the relay RY77 and the motor M1
continue to rotate. When the change lever C is switched to the neutral position N1, the b contact LS4 of the switch LS4 opens and stops the operation of the relay 1 (Y77) of the circuit 9, stopping the motor M1.Also, since the switch LSI is already on, its b contact LS4 opens. L.S.
I is open, so circuit 5 is not established and relay R
Y75 stops its operation. This opens relay contact RY75 of circuit 6, so electric motor M4 of the hydraulic system stops, solenoid valve S V4 returns to its original state due to spring force, releases hydraulic pressure from slave cylinder A8, and connects clutch K. In this way, the change lever C is in the neutral position NIK.
Engine E is started in the switched state. When the engine E starts and the neutral switch S6 is turned off, the contact S6 of the circuit 4 opens, so the relay RY73 stops its operation, but since the car is stopped, the circuits 11 and 12 are connected as shown in Fig. 5. Contact RY10, RY
20 is closed, the contact S2 of the accelerator opening/closing degree detector of the circuit 11.12 is closed because the accelerator is not depressed, and the b contacts LSI and LS3 are connected to the change reno (-C75
Since it is in the neutral position N1, the b contact L83 is closed, and the b contact of the relay RY73 is closed due to the relationship with the circuit 4. In this way, the relay RY75 is activated, and it is connected from the circuit 6 to the hydraulic system electric motor M4, the pump P, Activate solenoid valve SV4 and disengage clutch K again. When the clutch is completely disconnected, the relay RY is activated by circuit 7.
74 is activated, which establishes circuit 13. That is, each contact of the switches LSI and LS3 of the circuit 13 is the b contact L.
S5 is closed, relay contact RY20 is also closed, and neutral switch b contact S6 is closed, thus activating relay RY24. This relay RY24 is an instruction relay for switching the vehicle running speed to the (2) speed, and when the relay RY24 is activated, the circuit 144 shown in FIG. 6 is established. That is, since the a contact of the switch LSI of the circuit 14 is closed and the b contact of the switch LS3 is also closed, the relay 1 (Y7B) is activated, which establishes the circuit 15 and reversely rotates the motor M1. The reverse rotation of the electric motor M1 causes the vertical axis C1 to slide in the direction of the fourth circuit arrow, and the protrusion CIS on the vertical axis C1 is transferred from the switch LS4 to the switch LS3, and when the protrusion C16 acts on the switch LS3, the switch The a contact of LS3 is closed, but the b contact is open. When the b contact of switch LS3 is opened, the circuit 14 is opened and the relay RY78 stops its operation, so the reverse rotation of the motor M1 is stopped, and thus the change reno (-0 changes to the (2) speed position and moves X, S. Change lever C switches to the (2) speed position and circuit 12
Both b contacts LSI and LS3 will open, but relay RY75 & fE will remain open due to circuit 11! I'm doing it. To start the car, the accelerator pedal A is pressed.
When is depressed, the protrusion A2 of the accelerator opening/closing rod A1 separates from the switch S2 and moves to the next switch S6. At this time, contact 5275 of circuit 11 (opens, so relay RY75
The operation of the clutch stops, the circuit 6 is opened, the hydraulic pressure is released, the clutch is connected, and the car starts at (2) speed. The driving conditions of the car have improved, and the vehicle speed has increased to (2), speed 1, and (4).
) When you press the accelerator pedal A to increase the speed,
The protrusion A2 that descends when the accelerator pedal A is depressed acts on the switches S3 and S4 in sequence, which in turn act on the engine rotation speed detector EO1 and the vehicle speed detector T375 (coupled with the signal emitted by the accelerator/deceleration judgment circuit and shift point calculation When the gear ratio is changed to a driving condition suitable for switching to (3) speed by a control circuit such as a circuit, (3) speed indication relay 1 (Y2O is activated,
It is the relay contact -RY30 of circuit 16 in FIG.
Of the B contacts LSI and LS5 of the circuit 16, since the change lever C is currently in the (2) speed, the B contact LS5 is open, but the B contact LSI is closed.
Then, relay RY75 is activated, the hydraulic system is activated by circuit 6, and the clutch is disconnected. When clutch K disengages, its completion signal activates relay 1 (Y74) by circuit 7, which in turn activates relay R of circuit 17.
Activate Y54. Relay RY34 is circuit 1 in Figure 6.
8 is established, the circuit 18 is self-held by the relay R'Y77, and the circuit 10 is established to rotate the electric motor M1 in the forward direction. The forward rotation of the electric motor M1 causes the protrusion C16 on the vertical axis C1 to move from the switch LS5 to the switch LS4, so that the circuit 1
8, switch LS3 is turned off and the b contact of switch LS4 is also opened, so relay RY77 stops its operation, and motor M
Stop 1. At this point, the change mechanism has been switched to the neutral position N1. When the change lever C is in the neutral position fiN1, the a contact of switch LSI and LS4 closes, so circuit 19
is established and activates relay RY77, which connects motor M
The positive rotation circuit 10 of No. 1 is established again, and thus the electric motor 'M
i rotates forward and causes the protrusion C16 to act on the switch LS5. When the switch LS5 is activated, its b contact LS5 opens, so the circuit 19 is opened, and the relay [(Y77 is stopped, the motor M1 is stopped, and the circuit 16 is connected to each of its contacts LSI, LS).
5 opens, it opens, stops relay RY75, connects clutch K through circuit B, and allows the car to continue running at (3) speed. When the speed of the automobile further increases from the (3) speed to a driving state suitable for switching the change mechanism to the (4) speed, the engine rotation speed detector EO1 and the vehicle speed detector T3 issue a signal.
When the gear ratio change is determined to be suitable for switching to (4) speed by the acceleration/deceleration judgment circuit, the shift point calculation circuit, etc., the (4) speed indication relay RY40 is activated, which connects the relay contact RY40 of the circuit 20 in FIG. close. B contacts LS2 and LS5 of circuit 20 are both closed, and relay RY75 is activated to open circuit 6 and disconnect clutch K. When the clutch is completely disengaged, the circuit 7 activates the relay RY74, establishes the circuit 21, and activates the relay RY44. Relay RY44 is activated by establishing circuit 22 (FIG. 6) and activating relay RY78.
A reversing circuit 15 of the electric motor M1 is established to rotate the electric motor M1 in the reverse direction. That is, the protrusion CI (S) is moved from the switch LS5 to the switch L84. In this way, the change lever C is once returned to the neutral position N1 and the circuit 22 is opened, and the reverse rotation of the electric motor M1 is stopped.
6 is established and relay RY8'0 is activated. The operation of relay 1 (Y2O establishes circuit 24, and motor M
Rotate 2 in the opposite direction. For reverse rotation of electric 1M2, use protrusion C21S
is transferred from switch LSI to switch LS2, thus stopping the reverse rotation of electric motor M2. The change lever C has been moved to the second neutral position 1tN2. The circuit 25 is then established, the relay 78 is activated, and the motor M1 is again reversely rotated by the circuit 15, transferring the protrusion CI+5 to the switch LS3 and opening the circuit 25. That is, the change lever C has moved to (4) speed, and the circuit 20
is opened to stop relay 75 and connect circuit 6 to the clutch. In this way, the car continues to run at the (4) gear ratio. Fig. 7 shows an example in which the gear ratio of the transmission T is automatically changed by a hydraulic mechanism, in which the shift lever C5 and the driving vertical shaft CIK are connected to the piston rod of the hydraulic cylinder V1, and the select lever C4X A piston rod of a hydraulic cylinder 2 is connected to the driving horizontal shaft c2. Both sleeve pressure cylinders v1 and v2 have flow path switching valves V3.
, ■4, the hydraulic pressure generator is connected. This hydraulic pressure generator is connected to the clutch shown in Figure 1 for disconnection and
Although the connection hydraulic mechanism may be used as is, in order to simplify the explanation, the explanation will be given using an example using another hydraulic pressure generating device. Operate the engine key ss using the electric circuit shown in Figure 8,
Also, when set switch s1 is turned on to automatically operate change lever C, relay RY is activated, and electric motor M3
relay contact RY closes and motor M6 starts. The electric motor M3 drives the pump P1 to send the hydraulic oil in the tank TA to the hydraulic pipe line, and when the hydraulic pressure accumulates at a predetermined pressure in the accumulator AC, the pressure sensitive switch PS is activated and its normally closed contact PS is opened. Stop electric motor M3. When the change lever C is placed in (2) gear when starting the engine, the neutral switch s6 is turned on and the 5th gear is turned on.
In the figure, circuit 4 operates relay 11Y71, circuit 5 operates relay RY75, and circuit 6 disconnects clutch K. When the clutch is completely disconnected, the circuit 7 activates the relay RY74, which closes the circuit 8 and activates the relay RY64. Relay RY64 is activated by relay RY77 by circuit 9 in Figure 6.
is activated, operating the solenoid SV1 in Fig. 8, pulling the flow path switching valve v3 in Fig. 7 in the direction of the solenoid S1 against the spring force acting on it, and transmitting hydraulic pressure from the pipe P2 to the cylinder V1. feed, and draw the vertical axis C1 into the cylinder v1. In this way, the shift lever C5 is actuated, and the protrusion C16 on the vertical axis C1 transfers its action from the switch LS3 to the switch LS4. When switch LS4 closes and switch LS3 opens, circuit 9 (
(Fig. 6) opens and relay RY77 stops its operation, so the relay contact RY77 opens and solenoid SV1 stops its operation, and the flow path switching valve V3 returns to the neutral position by the spring force and the piston in cylinder 1 is moved into the cylinder. ■Keep it pulled into 1. On the other hand, since the b contacts LSI and LS4 of circuit 5.8 in Fig. 5 are both opened, relay RY75.64 stops its operation, circuit 6 is opened, clutch K is connected, and change lever C is returned to neutral position N1. In this way, the starting circuit SS3 of the engine E is established. When the driving situation improves and the vehicle speed changes from (2) speed to (5) speed, < C, the automatic conversion sequence from (2) speed to (4) speed is performed. The relay contact RY50 of the circuit 60 shown in FIG. 5 is now closed. Since the change lever C is already in (4) speed, the switches on the vertical axis C1 and the horizontal axis C2 have protrusions CI6 and C26 acting on LS3 and LS2, so the circuit 30 is established and the relay RY75 is activated. Operate. Relay RY75 is disconnected by the clutch due to circuit 6,
When the disconnection is completed, relay RY74 is activated by circuit 7, which establishes circuit 31 and activates relay RY54. Activation of relay 1 (Y54 closes relay contact RY54 of circuit 32 in Fig. 6, closes a contact LS3, and closes b contact L.
Since S2 is also closed, relay RY77 is activated, and when this is activated by the hydraulic mechanism shown in FIG. 8, solenoid S1 is activated and hydraulic pressure is applied to pipe P2 shown in FIG. 7. The oil pressure draws the vertical axis C1 into the cylinder V1, and the protrusion C16 moves from switch LS3 to LS4. At this time, in the circuit 32, the a contact LS5 opens and the b contact LS4 also opens, so the relay RY77 stops and the switching valve v3 returns to neutral. The change lever C is at the second neutral position N2. Next, the circuit 33 in FIG. 6 is established, the relay RY77 is activated again, the solenoid SV1 in FIG.
2 into the cylinder v1 again and actuating the shift lever C5, the protrusion C16 becomes K to act on the switch LS5. When the protrusion C16 acts on the switch LS5, a of the circuit 63
Contact LS2 is closed, but b contact LS5 opens, so relay RY77 stops, solenoid SV1 stops, and switching valve v3 returns to neutral. Also, the b contact L of the circuit 30 in FIG.
Since both S2 and L'S5 open, relay 1 (Y75) stops and is connected to the clutch, thus completing the gear ratio change at vehicle speed (5). It is equipped with piping that returns the hydraulic oil discharged through the tank TA to the tank TA.
If air pressure is used instead of this hydraulic mechanism, the hydraulic oil discharge passages of each switching valve V3, v4 may simply discharge the hydraulic oil into the atmosphere. As described above, the automatic conversion device of the automobile traveling speed conversion mechanism of the present invention can not only be easily incorporated into a currently running car, but also the aspect of automatic conversion can be achieved by simply pressing down on the accelerator pedal A. The system calculates the vehicle speed range desired by the driver based on the signals emitted by the vehicle speed detector T3, accelerator opening/closing degree detector S2, ...SS, and engine speed detector EO, and automatically determines the gear ratio of the transmission T. Since the conversion is performed, the driving fatigue level of the driver is drastically reduced, and since the conversion is performed at the optimum driving condition of the vehicle, fuel consumption can be saved, making it an excellent device for automobile equipment. I was able to do that. The embodiments described above are based on examples in which the device of the present invention is applied to a large vehicle such as a truck; however, when the device is applied to a relatively lightweight vehicle such as a passenger car (such as automatic conversion from 11 speed to 4. Brief description of the drawings The attached drawings show an embodiment of the automatic conversion device of the present invention, FIG. 1 is a schematic diagram showing its general configuration, and FIG. 2 is a control circuit thereof. figure,
Figure 3 is a hysteresis shift diagram, Figure 4 is a schematic diagram of the electrical automatic conversion mechanism of the gear ratio change mechanism, and Figure 5.6.
The figure is a control circuit diagram, FIG. 7 is a schematic diagram of the hydraulic automatic conversion mechanism of the gear ratio change mechanism, and FIG. 8 is the electric circuit. A is the accelerator pedal, A1 is the accelerator opening/closing rod, A6 is the protrusion of the bushing rod A7, A8 is the slave cylinder, A
? , A, C are accumulators, B is brake pedal, C
is the change lever, C1t's is the vertical axis, C2 is the horizontal axis,
C3 is speed display, C4 is select lever, C5 is shift lever 1C13, C23 is rack, C14, C24 are binions, CLl, CL2 are electromagnetic clutches with reducers, C
M is the starter motor, E is the engine, EO is the engine speed detector, H is the handle, K is the clutch, KO is the clutch pedal, K1 is the shift fork, LSI, LS2...
is a switch, Ml, M2... are electric motors, P, Pl are pumps, P2, P6, P4, P5 are hydraulic pipes, RY7
4. RY75... is a relay and contact, 5O1S1...
, SS2, SS3 are switches, SS is engine key, S
M is the engine starting relay and contacts, SVO, SVl...
・ is solenoid, T is transmission:, T1, T
2 is a cable, T3 is a vehicle speed detector, vl, V2 are hydraulic cylinders, v3, V4 are switching valves, (1), (2)... are vehicle speeds. +S Igan 6

Claims (1)

[Claims] In an automobile using a dry plate clutch, the conversion operation mechanism of the driving speed conversion mechanism of the automobile is provided with a shaft that slides in a vertical axis direction that tilts the change lever in the front-rear direction and in a horizontal axis direction that is perpendicular to the y direction. is assembled into the vehicle body, and both shafts are connected to the shift lever and select lever through joints, respectively, and the sliding shaft is driven by a prime mover that receives electrical signals from the vehicle's travel speed detector and accelerator opening/closing degree detector. An automatic conversion device for an automobile traveling speed conversion mechanism which slides to appropriately drive the shift lever and select lever.