JPS6226132A - Automatic transmission in vehicle having plural power line systems - Google Patents

Abstract

PURPOSE:To prevent unintended speed change from taking place and carry out speed change smoothly by providing a control unit which prohibits the speed change of an auxiliary transmission during a certain time after the stepping-in of a clutch is released while which opens up a lock-up clutch. CONSTITUTION:A control unit 9 receives signals from a position select switch 5, an accelerator sensor 6, a clutch sensor 7, and a car speed sensor 8, selects the optimum speed stage suited to the then traveling condition, and carries out speed change by combining multi-stage clutches 14, 15, 16 with a lock-up clutch 20, to carry out automatic speed change. When a driver carries out speed change on a manual main transmission 3, speed change by means of an auxiliary transmission 2 is prohibited based on a signal from the sensor 7, and the auxiliary converter 2 becomes in a condition of a torque converter. After that, when a certain time has passed after the sensor 7 inputted that the driver has returned the clutch pedal, the unit 9 considers that the speed change is over.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a transmission in a vehicle having two or more power lines, such as a twin motor scraper.

(Prior Art) In vehicles with two or more power lines, the main transmission is operated manually by the driver in order to reduce the complexity of the driver's operations or to simplify the mechanism related to the control system. The transmission may be of a manual transmission type, and the auxiliary transmission may be of an automatic transmission type that follows the driving conditions of the vehicle. This type of heavy vehicle is equipped with a main engine 4 and an auxiliary engine 1 as shown in FIG. It is said to be an automatic transmission type. In this case, the auxiliary transmission 2 automatically shifts gears in accordance with the driving state of the vehicle, that is, the vehicle speed and the amount of depression of the accelerator pedal, regardless of the driver's intention, and according to the shift schedule shown in FIG. 4, for example.

Here, the shift schedule shown in the figure shows a part of the shift line (2nd speed - 3rd speed, 3rd speed - 2nd speed) in which the auxiliary transmission 2 changes gears depending on the amount of depression of the driver's accelerator pedal and the vehicle speed. There is. In the figure, the solid line is an upshift line from 2nd speed to 3rd speed, and the broken line is a downshift line from 3rd speed to 2nd speed.

Therefore, for example, if the vehicle is in the state shown at point A,
The auxiliary transmission 2 is in the second speed state. Next, when the accelerator is released and the two vehicles reach the state shown at point B, the auxiliary transmission 2 automatically shifts from second speed to third speed. Further, when the accelerator is depressed and the vehicle state reaches the zero point, the auxiliary shift la2 automatically shifts from the third gear to the second gear.

The main power line operated by such a driver is manually operated.
The auxiliary power line is present in a vehicle having multiple automatic power lines, and the operations performed by the driver when shifting the vehicle are generally as follows.

First, release the accelerator and turn off the main transmission 3. At this time, an operation is performed in which the clutch pedal is depressed twice, which is generally referred to as a double clutch.

Thereafter, the next gear is put into gear, and the clutch of the main transmission 3 is engaged. Then press the accelerator and continue driving. At this time, the vehicle is in the state described above (for example, when the vehicle is in the state of point A shown in FIG. By returning the pedal and then depressing it, the running state of the vehicle moves from point A to point B shown in the figure, and then from point B to point 0. Therefore, the auxiliary transmission 2
When the amplifier shift point from 3rd gear to 3rd gear is exceeded, the gear is automatically shifted from 2nd gear to 3rd gear, and when the downshift point from 3rd gear to 2nd gear is exceeded, the gear is automatically shifted to 2nd gear. That is, upon sensing the accelerator pedal operation, the auxiliary transmission 2 shifts once to the upper gear, and
Thereafter, automatic gear shifting is performed to return to the original gear position.

This causes the auxiliary transmission 2 to perform unnecessary gear changes, which causes problems with the durability of the power line and makes the driving feeling worse. Furthermore, at this time, when the clutch of the manual main transmission 3 is disengaged, the main power line (main engine 4, main transmission 3) is instantly in the neutral state, so the auxiliary power line (auxiliary engine 1, auxiliary The vehicle is pushed from behind by receiving power from the transmission 2).

Here, the auxiliary transmission 2 is of a torque converter type with a lock-up mechanism, and when it is in the lock-up state, the relationship between the engine speed and vehicle speed of each of the main and auxiliary power lines is determined by the reduction ratio of each power line system. This is stipulated by. Therefore, if you try to shift the main transmission 3 while the vehicle is running at a certain speed, the auxiliary power line will not be able to immediately follow the speed fluctuations caused by the neutral state, and the main transmission 3 will change speed. Synchronization was not achieved well, and it was difficult for the driver to shift gears even if he tried to do so.

(Problem to be Solved by the Invention) In this way, the main power line is shifted manually, and the auxiliary power line is shifted automatically depending on the vehicle's driving condition, accelerator opening, etc. In conventional vehicles, the auxiliary transmission may be shifted unnecessarily, putting stress on the power line system, resulting in problems in terms of durability and poor driving feeling. In addition, when the main transmission is in a neutral state during a gear shift operation, the auxiliary power line cannot immediately follow the vehicle speed fluctuations, making it difficult to synchronize the speed of the main transmission. Ta.

The present invention aims to provide a shift control device for this type of vehicle that can eliminate these problems, eliminate involuntary shifts, and smoothly shift gears.

(Means for Solving the Problems) Therefore, in a vehicle equipped with an auxiliary power line system including a lock-up torque converter type automatic transmission, the position select switch and accelerator sensor are , receives each signal from the clutch sensor and the vehicle speed sensor, selects the optimal speed gear, drives the auxiliary power line system, and operates the auxiliary transmission when the clutch is depressed and for a predetermined period of time after the clutch is released. A means for solving the above-mentioned problems is provided with a control unit that prohibits shifting and also opens the 7-quad latch.

(Function) When the driver shifts the manual main transmission 3, a signal from the clutch sensor that detects depression of the clutch pedal prohibits shifting of the auxiliary transmission, and the torque converter of the auxiliary transmission is activated. If it is in the lock-up state, the lock-up clutch is released while the clutch pedal is depressed, and the torque converter state is established. Furthermore, even after the clutch pedal is released, the gear shift prohibition and 1-lux converter state are maintained for a certain period of time to prevent the speed clutch and lock-up clutch from being engaged in a short period of time, such as due to double clutch operation. .

When the clutch pedal is not depressed, the optimal speed gear for the auxiliary transmission at that time is determined based on signals from the vehicle speed sensor, position select switch, and accelerator sensor, and the clutch and lock-up clutch for each speed gear are automatically activated. Engagement is performed.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows the system configuration of an auxiliary power line according to this embodiment, taking as an example a lock-up torque converter type forward three-speed automatic transmission.

The control unit 7 receives signals from the position select switch 5, the accelerator sensor 6, the clutch sensor 7, and the vehicle speed sensor 8, selects the optimum speed gear corresponding to the current driving condition, and operates the multi-stage clutch 14, 15. .16 and a lock-up clutch 20 to perform automatic gear shifting.

Here, the lock-up state and torque converter state are as follows.

The solenoid valve 21 receives a signal from the control unit 9 and is driven.
Operate the hydraulic control valve 22. By operating the hydraulic control valve 22, the piston of the lock-up clamp 20 is operated, and pressure oil is supplied and discharged from the piston chamber. At this time, if the lock-up clutch 7-ch 20 is released, it will become a torque converter state, and if it is engaged, it will be a lock-up state.

In the torque converting state, the pump impeller 10 is directly connected to the crankshaft of the engine 1, and the power is transmitted from the pump impeller 10 to the turbine impeller 11 via oil, and from the turbine shaft 13 to the torque converter device. The signal is transmitted to the gear transmission located at the rear stage. By controlling the multi-stage clutches 14, 15, and 16, the gear transmission can obtain three forward stages together with the planetary gear mechanism. The power that has passed through the planetary gear mechanism is transmitted to the tires 12 via the output shaft 17 and propeller shaft 18.

On the other hand, in a lock-up state, the power of the engine 1 is transmitted directly to the turbine shaft 13 by the clutch 20 without using oil, and then finally transmitted to the tires 12 as in the torque converter state.

Next, the operation of the automatic transmission will be explained. When the position select switch 5 is in the drive range and the driver switches (shifts) the main transmission 3 while the vehicle is running, the control unit 9 controls the clutch pedal to be operated to shift the manual main transmission 3. A signal from the clutch sensor 7 that detects the depression is input, and while the driver is depressing the clutch, it is regarded as a shift of the main transmission 3, and the multi-stage clutch 14 of the auxiliary transmission 2 is activated.
15. Holding the state of 16 and prohibiting the shifting of the auxiliary transmission 29Furthermore, if the four-up clutch 20 is engaged and in the lock-up state, the control uniso l-9 closes the solenoid valve 21.
By operating the hydraulic control valve 22, the lock-up clutch 20 is opened.

Therefore, the auxiliary transmission 2 changes from the lockup state to the torque converter state, and power transmitted from the auxiliary power line is transmitted in the torque converter state. Thereafter, the control unit 9 inputs the driver's return of the clutch pedal through the clutch sensor 7, and when a predetermined period of time has elapsed, it is assumed that the shift has been completed and the losoqua knob clutch is engaged. When the clutch pedal is not depressed (G), the multi-stage clutches for speed gears 14, 15. 16 and lock-up clutch 20 to automatically shift the auxiliary transmission 3 to the optimum speed stage. The above logic is shown in a block diagram as shown in FIG.

(Effects of the Invention) As described above in detail, according to the present invention, the driver can smoothly shift the main power line without worrying about the existence of the auxiliary power line, and the driver can smoothly shift gears on the main power line without worrying about the existence of the auxiliary power line. Since no force is applied to it, its durability can be maintained for a longer period of time.

[Brief explanation of the drawing]

Fig. 1 is a system configuration diagram of an automatic transmission device showing an embodiment of the present invention, Fig. 2 is a block diagram showing control logic according to this embodiment, and Fig. 3 is a schematic sectional view of a vehicle having multiple power lines. , FIG. 4 is a shift diagram relating to vehicle speed/accelerator opening of a conventional auxiliary automatic transmission. Description of main parts of the diagram 5 - Position select switch 6 - Accelerator sensor 7 - Clutch sensor 8 - Speed sensor 9 - Control unit 14, 15, 16 - Speed clutch 20 - Lock-up clutch Patent applicant Mitsubishi Heavy Industries Dodo Co., Ltd.
Ryoichi Engineering Co., Ltd. Figure 83 Figure 4 Single series (Km/h) →

Claims (1)

[Claims] In vehicles equipped with an auxiliary power line system including a lock-up torque converter type automatic transmission, during normal driving, each signal from the position select switch, accelerator sensor, clutch sensor, and vehicle speed sensor is received to optimize the a control unit that selects a speed stage and drives an auxiliary power line system, prohibits shifting of the auxiliary transmission when the clutch is depressed and for a predetermined time after the clutch is released, and opens the lock-up clutch; An automatic transmission device for a vehicle having a plurality of power line systems, characterized by having the following.