JPS62110066A - Transmission - Google Patents

Abstract

PURPOSE:To eliminate a stalling condition, by intervening the first and second clutches between the intermediate shaft of a change-gear set and an output shaft, and controlling those clutches by an electronic controller which is inputted with the signals of the revolution numbers of the input and output sides of a non-stage transmission. CONSTITUTION:The first clutch 31 which can make an inertia body 19 and an intermediate shaft 22 integral, the inertia body 19, and the second clutch 32 which can make a stepless transmission 20 and an output shaft 7 integral are intervened between the intermediate shaft 22 of a change-gear set 5 and the output shaft 7, revolution detectors 40, 41 are installed for the input and output sides of the stepless transmission 20, the output of the revolution detectors 40, 41 is inputted to an electronic controller 12, and the connection and the disconnection of the first and second clutches 31, 32 are controlled by the output from the electronic controller 12. Thus, as power can be transferred to tires sides even in case of the disconnection of a main clutch 3, a stalling condition can be eliminated, unpleasant feeling for a driver can be prevented.

Description

[Detailed Description of the Invention] [Objective of the Invention] (Industrial Application Field) The present invention relates to automatic transmissions that do not require clutch pedal operation, and in particular to engine speed, brake operation, accelerator opening, shift lever position, and clutch pedal operation. This relates to the improvement of transmissions that have an electronic control device that inputs release position and vehicle speed signals and outputs signals for throttle opening adjustment, clutch engagement/disengagement, and gear shifting, and is used in general automobiles as well as large trucks. It is installed and used in cars, buses, etc.

(Prior art) As a prior art related to the gear shift of the present application, Japanese Patent Application Laid-Open No. 58-1709
There is one published in Publication No. 55. This inputs signals such as engine speed, brake operation, accelerator opening, shift lever position, clutch release position, and vehicle speed, and outputs signals for throttle opening adjustment, clutch engagement/disengagement, and gear shifting. It is a transmission that has an electronic control device, and shifts gears based on the output signal of the electronic control device.Once the shift lever position is set, the transmission changes depending on the engine speed, accelerator opening, vehicle speed, etc. The electronic control unit judges the signal and automatically engages/disconnects the clutch and shifts gears, so there is no need to worry about operating the clutch pedal.

(Problem to be solved by the invention) However, this conventional technique has the following problems.

That is, during a gear shift, the main clutch is disengaged, and engine power is temporarily not transmitted to the tires, resulting in a stalled state. This creates an unpleasant feeling for the driver.

The technical object of the present invention is to transmit power to the tires even when the main clutch is disengaged, thereby eliminating a stall condition and thereby preventing discomfort to the driver.

[Structure of the invention]

(Means to solve the problem) The technical measures taken to achieve the above technical problem are:
First and second clutches having an inertial body and a continuously variable transmission are interposed between the intermediate shaft and the output shaft of the variable speed gear device, and each signal of the rotation speed on the input side and output side of the continuously variable transmission is provided. is input, and electronic control is performed to output a signal to connect and disconnect the first and second clutches and a signal to change the speed of the continuously variable transmission so as to connect and disconnect the power of the inertial body when the main clutch is connected and disconnected. It is.

(effect) The above technical means works as follows.

Engine speed, brake operation, accelerator opening.

The electronic control unit commands a shift based on each signal of the shift lever position, and when the main clutch is disengaged, the first clutch disposed on the input side of the inertia body and continuously variable transmission is disengaged, and the first clutch disposed on the output side is disengaged. By engaging the second clutch, the power of the inertial body is transmitted to the output shaft. After the gear shift is performed, when the main clutch is engaged, the second clutch is disengaged and the first clutch is engaged.

This ensures that the tires are constantly receiving power.

(Example) The present invention will be explained below based on examples.

In Figure 1, 1 is the engine, 2 is the throttle actuator, 3 is the main clutch, 4 is the clutch actuator, and 6
is a transmission, and 7 is a propeller shaft. 8 is a shift actuator attached to the transmission, 9 is a vehicle speed sensor disposed within the transmission, 10 is a rotation speed sensor attached to the engine, and 11 is a sensor that detects the amount of movement of the clutch actuator. 12 is an electronic control device, which includes an accelerator opening detection sensor t attached to an accelerator pedal 13, and a shift lever 15 operated by the driver.
An output that operates each of the actuators described above to automatically shift gears so that the vehicle is in a running state according to input signals from the shift lever position sensor 9 attached to the shift lever position sensor 9 and the brake sensor 18 attached to the brake pedal 17. give a signal.

The transmission 6 includes a transmission gear device 5 and a first clutch 3 disposed between an intermediate shaft 22 and an output shaft 7 of the transmission gear device 5.
1. Inertial body 19. Continuously variable transmission 20 and second clutch 3
Consists of 4.

The transmission gear device 5 is a known one, and includes an input shaft 21 . An output shaft 7 disposed coaxially with this input shaft 21. It has an intermediate shaft 22 arranged parallel to the input shaft 21, and a drive gear 24a is fixed to the input shaft 21. A 1st driven gear 27a, a 2nd driven gear 26a, and a 3rd driven gear 25a are fitted to the output shaft 7 so as to rotate freely, and a 4th driven gear 28a and a Re
V-driven gear is fixed. The intermediate shaft 22 is fitted with the 4th drive gear 28b and the Rev drive gear 29b so as to rotate freely, and the 1st drive gear 27b, the 2nd drive gear 26b, the 3rd drive gear 25b, and the driven gear 24b are fixed. . However, the Rev drive gear 29b and the Rev driven gear 29a mesh with each other via the Rev intermediate gear 29C.

A first clutch 31 that allows the inertial body 19 and the intermediate shaft 22 to be integrated is attached to one end of the intermediate shaft 22. The inertial body 19 is connected to one side of the continuously variable transmission 20, and the other side of the continuously variable transmission 20 is connected to a second clutch 34 and a pair of gears 30a.
, 30b to the output shaft 7 of the transmission gear device 5. Rotation detectors 40 and 41 are attached to the input and output sides of the continuously variable transmission 20 and send signals to the electronic control unit 12. Also, the continuously variable transmission 20. Actuators 33, 34, and 35 are attached to the first clutch 31 and the second clutch 32, respectively, which are actuated by signals from the electronic control unit 12.

The electronic control unit 12 includes an interface section 12a for inputting signals, and a data processing section 12 for processing the input signals.
b, a storage unit 12c that stores a preset reference value, and a comparison calculation unit 12d2 that compares input signal data and the reference value.
and an instruction section 12e that determines and outputs a signal to be sent to each actuator based on this comparison calculation.

In the above configuration, by shifting the shift lever 15 to a certain shiftable position and stepping on the accelerator pedal 13, the vehicle is accelerated, and a certain speed value preset in the storage section 12c of the electronic control unit 12 is set. When it reaches , the gear shift becomes possible. At this time, the data processing unit 12b of the electronic control unit 12 calculates the driving torque necessary to maintain the vehicle speed, and furthermore, in order to obtain the torque, the inertial body 19
The amount of change in the inertial body and the speed change ratio of the continuously variable transmission 20 are calculated from the side rotation speed. From the above, the command unit 12C sends the output signal necessary for gear shifting to the main clutch 3. First clutch 31. Second clutch 32. Continuously variable transmission two actuators 4, 34, 35, 33 and throttle actuator 8
send to As a result, the first clutch 31 is engaged at the same time as the main clutch 3 is released, and a driving torque by the inertia body 19 is obtained. At the same time, the throttle actuator 2 is controlled to suppress engine revving, and the shift actuator 8 performs a shift. After the shift, the throttle actuator 2 is controlled to match the engine speed with the input shaft 21 speed, and the main clutch 43 is engaged. At the same time, the first clutch 31 is released and the second clutch 32 is engaged. As a result of the above, the gear shift is performed smoothly and the driving force is always transmitted to the tires, so that the driver does not feel any discomfort.

Next, during deceleration, when the driver stops pressing the accelerator pedal 13, the vehicle enters a weak deceleration state, and the electronic control unit 12 sends a signal to each actuator to release the main clutch 3 and engage the second clutch 32. Then, the continuously variable transmission 20 is controlled to a gear ratio that compensates for the difference between the vehicle speed and the rotation of the inertial body 19.

During braking including operation of the brake 17, the electronic control unit 12 also receives a signal from the brake sensor 18, so that
A signal is sent to the continuously variable transmission 20 to increase the rotation of the inertial body 19 more quickly and to more quickly compensate for the difference in rotation with the vehicle speed.

When the vehicle is stopped, if the shifter is in the neutral position, the main clutch 3 and the first clutch 31 are engaged, and the second clutch 32 is released, the engine energy is transferred to the inertial body 1.
9 can be accumulated.

〔Effect of the invention〕

The present invention has the following unique effects.

Even though the driver is pressing the accelerator pedal,
On a climbing road where a predetermined acceleration cannot be obtained, an input signal from a climbing angle sensor is applied to the electronic control device to make an acceleration determination, and the second clutch 32 is engaged to turn the drive energy of the inertial body 19 into an engine. It is also possible to obtain the driving force by adding it to the engine energy.

[Brief explanation of drawings]

FIG. 1 is an overall diagram of the present invention, FIG. 2 is a skeleton diagram of the transmission of FIG. 1, and FIG. 3 is a configuration diagram of the electronic control device of the present invention. 3... Main clutch, 5... Speed change gear device. 12... Electronic control device, 19... Inertial body, 20...
・Continuously variable transmission, 31...first clutch, 32...
2nd clutch

Claims (1)

[Claims] Electronic control that inputs signals such as engine speed, brake operation, accelerator opening, shift lever position, all clutch release positions, and vehicle speed, and outputs signals for throttle opening adjustment, main clutch connection/disconnection, and gear shifting. In a transmission having a transmission device, first and second clutches having an inertia body and a continuously variable transmission device are interposed between an intermediate shaft and an output shaft of the speed change gear device, and the input side of the continuously variable transmission device is interposed between an intermediate shaft and an output shaft of the transmission gear device. and output side rotational speed signals to connect and disconnect the first and second clutches so as to connect and disconnect the power of the inertia body when the main clutch is connected and disconnected, and to change the speed of the continuously variable transmission. A transmission that has an electronic control device that outputs a signal to perform the following.