JPS61241555A - Controller for transmission with auxiliary transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent a hydraulic engaging element from overhear seizure by stopping the speed change operation of hydraulic system auxiliary transmission for a predetermined time when the frequency of speed change of said transmission exceeds a predetermined value. CONSTITUTION:A manual change-over system main transmission 3 connected to an engine 1 through a speed change clutch 2 and an auxiliary transmission 4 connected in series to the main transmission 4 connected in series to the main transmission 3 are provided. The main transmission 3 has forward 4 stages and backward 1 stage. The auxiliary transmission 4 is provided with transmitting systems GH, GL with 2 high and low stages, and connected to the input or output side of a speed change gear mechanism to increase the number of speed change stages. the auxiliary transmission 4 changes over low and high speed according to the opening signal of throttle and vehicle speed signal. And when the frequency of speed change of the auxiliary transmission 4 exceeds a predetermined value, the speed change operation of the auxiliary transmission is stopped for a predetermined time by a speed change stopping device while hydraulic engaging elements are maintained under the engaged or opened condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a vehicle transmission with an auxiliary transmission, which is mainly applied to automobiles.

(Prior art) Conventional vehicle transmissions include a manual transmission, and a hydraulically actuated auxiliary transmission that is connected in series with a hydraulic clutch and is operated to change gears by connecting and disconnecting a hydraulic engagement element. It is known that the gears are connected to each other so that multi-stage gear shifting can be achieved by shifting the sub-transmission for each gear stage of the main transmission.

In addition, in such a device, the auxiliary transmission is equipped with a transmission system of two stages, high and low, and a hydraulic clutch is installed in the high-speed transmission system, and a hydraulic clutch is installed in the high-speed transmission system, and a hydraulic clutch is installed in the low-speed transmission system so that a common single hydraulic clutch can be used to change speeds between both transmission systems. A one-way clutch that allows over-rotation on the output side is intervened in the transmission system, and when the hydraulic clutch is released, the low-speed transmission system is established, and when the hydraulic clutch is connected, the high-speed transmission system is established, and the hydraulic clutch is For example, the present applicant previously proposed a system in which the switching characteristics are controlled according to predetermined switching characteristics depending on the vehicle speed and throttle opening set for each gear stage of the main transmission. Proposed.

(Problems to be Solved by the Invention) In general, hydraulic engagement elements such as hydraulic clutches generate a large amount of frictional heat during the transition period of engagement, so if the engagement and disconnection are repeated frequently, the lubricating oil The heat radiation due to the cooling effect of the above may not be able to keep up with the heat radiation, and the engaging surface may become overheated.

The hydraulic engagement elements provided in the auxiliary transmission as described in ``-'' are connected and disconnected every time the main transmission changes gears by 3 to 1 m, so it is not normally used. Unlike an automatic transmission in which each hydraulic engagement element is connected and disconnected only when changing the corresponding gear stage, the frequency of connection and disconnection increases, and the above-mentioned overheating becomes an important problem.

The first object of the present invention is to stop the variable operation of the sub-transmission when the frequency of shifting of the sub-transmission increases and overheating of the hydraulic engagement element becomes a concern. Therefore, it is an object of the present invention to provide a device that can prevent problems such as burnout of hydraulic engagement elements due to overheating.

In addition, in the transmission proposed above, in order to achieve the first objective, if the shifting operation of the auxiliary transmission is stopped with the hydraulic clutch released, the low-speed transmission system established at this time will have no output. Since a one-way clutch that allows side over-rotation is intervened, a problem arises in that the engine brake cannot be applied.It is a second object of the present invention to solve this problem.

(Means for Solving the Problems) In order to achieve the above-mentioned first object, the present invention provides a manual switching type main transmission, in which gears are changed by connecting and disconnecting a hydraulic clutch or other hydraulic engagement element in series with the main transmission. A vehicular transmission comprising a hydraulically actuated sub-transmission connected thereto, comprising a shift stop device that stops the shift operation of the sub-transmission for a predetermined period of time when the shift frequency of the sub-transmission is equal to or higher than a predetermined value. It is characterized by having been established.

In addition, in a second invention, in the above-mentioned previous proposal, in order to achieve the second object, when the shift frequency of the auxiliary transmission is equal to or higher than a predetermined value, the shift stop device causes the high-speed transmission system of the auxiliary transmission to The gear shifting operation of the sub-transmission is stopped with the intervening hydraulic clutch connected.

(Function) According to the present invention, when the shift frequency of the sub-transmission becomes equal to or higher than a predetermined value, the shift stop device stops the shift operation of the sub-transmission for a predetermined period of time, so that the hydraulic engagement element remains in the connected or connected state during that time. The hydraulic engagement element, which is held in an open state and is not connected or disconnected, is cooled during this period and does not overheat.

Further, according to the second invention, when the sub-transmission stops shifting, a high-speed transmission system using a hydraulic clutch is established, and the engine brake does not become ineffective due to the stopping of shifting.

(Example) The present invention will be explained with reference to the illustrated embodiments.

Referring to FIG. 1, (1) is an engine, (2) is a transmission clutch, and (3) is a manual switching type main body connected to the engine (1) via the transmission clutch (2). transmission,(
4) indicates an auxiliary transmission connected in series to the main transmission 111(3);
The power from the engine (1) is transferred to the main and sub transmission II (3
) (4) and the differential gear (5).
6), the vehicle transmission was constructed as a whole.

The main transmission 111 (3) has a forward first speed as a transmission gear mechanism between an input shaft (3a) connected to the transmission clutch (2) and an output shaft (3b) connected to the differential gear (5). 1 to 4-speed gear train (Gl) (G2) (G3) (G4) and a reverse gear train (G1) are arranged, and these are interlocked with the change lever (7) in the passenger compartment shown in Fig. 2. 1st and 2nd switching clutch (8) for speed-2 speed shifting and 3-4 speed shifting
(9) and a manual change-over type transmission with four forward speeds and one reverse speed, which is selectively established by the switching operation of the idle shift gear ao for reverse, and the input side of the speed change gear i. Or a two-stage high-low transmission system (G11) on the output side (G
The auxiliary variable machine (4) equipped with 1) is connected to increase the number of gears.

To explain this in more detail, in the illustrated example, the input shaft (3a
) is configured to pivotally support the sleeve shaft (11) on the input horn side of the speed change gear mechanism, and connect the sleeve shaft (+11) and the input shaft (3a) via the sub-transmission (4). The high-speed transmission system (G11) is equipped with a hydraulic clutch (hydraulic clutch), which is a hydraulic engagement element.
+21 and a one-way clutch 0 that allows over-rotation on the output side in the low-speed transmission system (G1.).
The low speed transmission system (G1) when the hydraulic clutch az is released, and the high speed transmission system (G11) when the hydraulic clutch 0 is connected.
In more detail,
The input shaft (3a) is extended rearward, and the sleeve shaft 01) is connected to the input shaft (3a) in such a manner that the hydraulic clutch (+21) can be freely connected to the input shaft (3a). (11) fixed interlocking gear (11a) and the input shaft (3
A) is provided with a fixed fixed gear (l@), and both gears (11a) (t
The idle gear machine M4aS connected to From the hydraulic clutch (+21
A high-speed transmission system (G11) that connects to the sleeve shaft 01) via
) and a low-speed transmission system (G1) extending from the input shaft (3a) to the sleeve shaft a1 through a fixed gear a@→idle gear mechanism 09-) interlocking gear (lla), and the hydraulic clutch When the high-speed transmission system (Gl+) is established by connecting 0z, the one-way clutch 0e is operated so that power transmission via the low-speed transmission system (G[) is stopped. .

In addition, in the diagram, the first gear train (Gl) and the reverse gear train (Gl) are shown.
GR) is directly connected to the input J-shaft (3a), and the 2nd to 4th speed gear trains (G2) (G3) (G4) are connected to the sleeve shaft (II), and the auxiliary transmission (4) is connected to the sleeve shaft (II). The gear train (Gl) for 1st and reverse gears (Gl is also connected to the sleeve shaft Ov Of course, it is also possible to perform gear changes of 8 forward speeds and 2 reverse speeds.

As shown in FIG. 2, the hydraulic clutch ab has a switching valve (connection/disconnection controlled by a switching valve 1 & In other words, the switching valve (181) can be freely switched between a refueling position where oil is supplied to the hydraulic clutch (lz) and an oil drain position where oil is drained from the hydraulic clutch (+21). Hydraulic clutch ab was connected and opened upon switching to the oil drain position.

The changeover valve 0 seconds may be configured by providing a change lever for the auxiliary transmission in the passenger compartment and interlocking it with the change lever, but in the case shown in the figure, the load on the engine (1) and the running condition of the vehicle are controlled by the engine. The switching valve Oe was configured as follows to automatically control the switching ai based on the opening degree of the throttles 1 to 1 in (1), the vehicle speed, and the gear position.

That is, the throttle opening degree detectors (1!11) generate a throttle opening degree signal E that shows a voltage change as shown in the third figure in accordance with the throttle opening degree of the engine (1), and the 4. A vehicle speed detector (2) that generates a vehicle speed signal E2 indicating a voltage change as shown in the figure, and a vehicle speed detector (2) for each of the 2nd to 4th gears connected to the sub-shift II (4) in conjunction with the change lever (7). As shown in the corresponding figure 5, a gear position detector 0 that generates a gear position signal [3] indicating a stepwise voltage change is provided (), and a throttle opening signal [1 and a gear position signal [3] are detected by an arithmetic circuit. ■
A comparator circuit compares this with the vehicle speed signal t"3E2 to determine whether the voltage of the vehicle speed signal [2 is higher than the voltage of the composite signal E4. The vehicle speed signal E2 becomes higher and a logic signal of "0" is generated from the comparator circuit. When a logic signal of 10'' is input to the electromagnetic circuit (18a), the switching valve a& is switched to the refueling position, and the hydraulic clutch (IZ) is connected, so that a predetermined shift is performed for each gear as shown in FIG. A high-speed transmission system (G11) is established in the high-speed side region according to the special vl lines x2, x3, and x4.

In the illustrated example, the comparison circuit is configured to have hysteresis characteristics, and downshifting from the high-speed transmission system (G11) to the low-speed transmission system (GL) is performed by each of the above characteristic lines x 2,
It was made to run at a slightly slower speed than x3 and x4.

Furthermore, the illustrated one includes a determination circuit (to) which inputs the throttle opening signal [l and determines whether or not the throttle opening is greater than or equal to a predetermined opening, the comparison circuit (2), and an electromagnetic circuit (18a). A logic signal of "0" is provided when the throttle opening is less than or equal to a predetermined opening of 00, and a logic signal of "1" is provided when the throttle opening is equal to or greater than the predetermined opening. ” is configured to generate a logic signal of
The logic signal was input to the AND gate (2).

According to this, when the throttle opening of the engine (1) is equal to or greater than the predetermined opening 00, a logic signal of "1" is input from the discrimination circuit [phase] to the AND gate (2). is the logic signal generated from the comparator circuit and the logic signal generated from the comparator circuit.
When the logic signal on the output side of
When the throttle opening in 1) becomes less than the predetermined opening 06 and the logic signal rOJ is input from the discrimination circuit [phase] to the gate (2), in this case, the logic signal generated from the comparison circuit Regardless, the electromagnetic circuit (18a) always has "
The logic signal of O-1 is input and the hydraulic clutch (+2
+ is kept connected, and a high speed transmission system (Gl+) is established in the region below the Y line in FIG.

Although the above is not particularly different from the above-described proposal, in the illustrated embodiment, according to the feature of the present invention, when the shift frequency of the sub-transmission (4) is equal to or higher than a predetermined value, the sub-transmission (4) A shift stop device (4) for stopping the shift operation for a predetermined period of time is provided, and the shift stop device (2) is further configured to stop the sub-shift m when the hydraulic clutch az is connected, according to the feature of the second invention. (4) The gear shift operation is stopped.

To explain this in more detail, the speed change/stop device (2) is
H interposed between the D gate ■ and the electromagnetic circuit (18a)
It is assumed that the log-1-■ consists of a log-1-■ and a computer ■ on the input side thereof, and a logic signal (hereinafter referred to as P) from the NO gate ■ is inputted to the computer ■, and the number of changes of P nt ( When the number of shifts (equal to the number of gear shifts of the sub-transmission) exceeds the predetermined number of times no within a predetermined unit time to, the logic signal from the computer (hereinafter referred to as Q) input to the AND gate is input to the AND gate. 0, and the logic signal input from the gate 2 to the electromagnetic circuit (18a) becomes 0 regardless of P, so that the hydraulic clutch az is held in the 0 connected state for the time 0. I made it. Note that the engagement surface of the clutch plate of the hydraulic clutch (121) is generally provided with a large number of grooves, and since lubricating oil flows through these grooves, the cooling effect of the lubricating oil is obtained even in the connected state, and the clutch az is cooled within the time 0.

Furthermore, even if the number of changes nto after the unit time to has elapsed does not exceed no, if nto continues to be close to no, the cooling effect of lubricating oil etc. will gradually not be able to catch up, which may cause overheating of the hydraulic clutch 0z. Therefore, in this case, the current nto is 03, the previous two ntos are n3 and n2, respectively, and when n, + n2 + n, exceeds the predetermined number of times n'o, Q is set to "0". Similarly to the above, the hydraulic clutch az is held in the connected state.

This will be further explained in detail based on the flowchart shown in FIG.

Computer ■ starts control from start step So, and repeats the following judgment and processing operations continuously within a short period of time. First, in step S1, computer ■ is reset to the initial state, and nt, n, , n2, n3, and t and T to be described later are all set to zero, and P is set to "1".
A tentative setting is made that it is J, and an output command of Q=rlJ is issued, and the output is sent from the computer to the AND gate 11.
A logical signal is output.

In the next step S2, it is determined whether Q is "0" or not.
(Initially, P is temporarily set as "1" in step S1). If it is 1-YESJ, step S
5, 1 is added to the bar value from the reset point in step S or step 314, which will be described later, to count n. In the next step S6, it is determined whether nt is greater than no, If it is the mouth 101, the process advances to step S1.

Incidentally, if the determination in step S is "NO", the process directly proceeds to step S1. In step S1, the elapsed time t from the reset point in step S1 or step S14 is to
A determination is made as to whether or not the above period has elapsed, and if "NO", the process advances to step S8, where an output command for Q-41J is issued, and the process returns to step S2, where the above-described determination processing operation is repeated again. , nt passes n before t passes
If o is exceeded, at that point a determination of "YESJ" is made in step S6.
-When the output command for rOJ is issued, the process returns to step S2 and is determined as 1-YESJ, and the process proceeds to step S, where the elapsed time ■ from when the output command for Q= rOJ is issued for the first time has passed ■0. A judgment is made as to whether or not the
If it is determined as "O", the process goes to step S9 again, and thereafter
The determination processing operation from step S9 to return to step S9 via step S2 and step S is repeated until ■0 has passed, during which time Q is held at [0] and the hydraulic clutch (+21 is held in the connected state). Sub-shift vs (4)
Shift operation is stopped. When ■ exceeds 10, it is determined as rYEsJ at step S°C, and the process returns to step S1 to be reset to the initial state, so Q becomes “1” and the sub-transmission (4) follows the switching characteristics shown in Fig. 7. Shifting operations are now performed.

Here, if nt does not exceed no before t passes to, "Y
A determination of ESJ is made, and the process proceeds to step stl, where it is determined whether the total number of nl, nl, and n3 described above exceeds n'o.

If it is determined as "YES, l" here, the process proceeds to step Sg, and similarly to the above, the predetermined time ■ 0 auxiliary transmission (4)
Shift operation is stopped.

If the determination in step S11 is "NO", the process proceeds to step Sl2 where an output command of Q=rlJ is issued, and in preparation for the next determination in step 311, n2→n1, Replacement from n3 to n2 is performed, and furthermore, in step 814, nt and t are reset in preparation for counting the number of gear changes in the next unit time to.

(Effects of the Invention) According to the present invention, when there is a risk that the shift gradient of the sub-transmission increases and overheating of the hydraulic engagement element occurs, the shift stop device stops the shift operation of the sub-transmission for a predetermined period of time. According to the second invention, it is possible to prevent the occurrence of inconveniences such as overheating and burnout of the hydraulic engagement element, and further according to the second invention,
Temporarily, a high-speed transmission system using a hydraulic clutch, which is a hydraulic engagement element, is established and maintained, and a low-speed transmission system using a one-way clutch is established and maintained. It has an advantageous effect.

[Brief explanation of drawings]

FIG. 1 is a pictorial diagram of an example of a vehicle transmission to which the present invention is applied;
Fig. 2 is a block diagram showing the control circuit of the hydraulic clutch that intervenes in the high-speed transmission system of the sub-transmission, and Figs. 3 to 5 show the throttle opening detector, vehicle speed detector, and gear shift included in the control circuit. A signal characteristic diagram of the stage detector; FIG. 6 is a characteristic diagram of the composite signal output from the arithmetic circuit provided in the control circuit;
FIG. 7 is a diagram showing the switching characteristics of the auxiliary transmission, and FIG. 8 is a flowchart of a computer program constituting the shift/stop device. (1)...Engine (3)...Main transmission (4)...Sub-transmission (Gll)...High speed transmission system (GE)...Low speed transmission system■...Hydraulic clutch ( Hydraulic engagement element) a3...One-way clutch ■...Clear to the speed change/stop device! @LiaokaiKen m

Claims (1)

[Scope of Claims] 1. A vehicle comprising a manually-switchable main transmission and a hydraulically operated sub-transmission that is connected in series with the main transmission to change gears by engaging and disconnecting a hydraulic clutch or other hydraulic engagement element. A transmission for a vehicle with an auxiliary transmission, characterized in that the auxiliary transmission is equipped with a shift stop device that stops the shifting operation of the auxiliary transmission for a predetermined period of time when the shift frequency of the auxiliary transmission is equal to or higher than a predetermined value. Control device. 2. A vehicle transmission consisting of a manual switching type main transmission connected in series with an auxiliary transmission equipped with a two-stage high-low transmission system, the auxiliary transmission having a high-speed transmission system equipped with a hydraulic clutch. and a one-way clutch that allows over-rotation on the output side is intervened in the low-speed transmission system, so that the low-speed transmission system is established when the hydraulic clutch is released, and the high-speed transmission system is established when the hydraulic clutch is connected. The auxiliary transmission is characterized in that it is provided with a shift stop device that stops the shifting operation of the auxiliary transmission for a predetermined period of time with the hydraulic clutch connected when the frequency of shifting of the auxiliary transmission is equal to or higher than a predetermined value. Control device for transmissions for motorized vehicles.