JPS62265042A - Misshift preventive mechanism of semi-automatic speed change device - Google Patents

Abstract

PURPOSE:To prevent a clutch from excessive load by judging shift position adaptability through entry of engine revolving speed etc. and prohibiting continued clutching by a clutch engaging/disengaging solenoid valve at the time of mis-shifting. CONSTITUTION:Settings about adaptability of the engine revolving speed etc. with the shift position are stored in a ROM 14 of a computer 12, which controls engagement/disengagement of an air clutch 2. RAM 13, ROM 14, and CPU 15 are actuated with entry of such information as the engine revolving speed, the amount of accelerator 22 stamping-in, the amount of brake switch 24 stamping-in, the gripping condition of a shift knob switch 26, and the shift position in shift position sensor 28. A solenoid proportioning valve 5 is controlled through a solenoid proportioning valve controlling output interface 33. Thereby engagement/disengagement of air clutch 2 is operated.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to a mechanism for preventing misshifts in semi-automatic devices, particularly for preventing misshifts in semi-automatic devices that are often adopted when air clutches are used in large vehicles. Regarding the mechanism.

(Prior Art and Problems with the Prior Art) Conventionally, in the case of a semi-automatic vehicle, all shift operations are left to the driver.

Therefore, for example, in a vehicle equipped with a 5-speed shift mechanism, when the driver shifts from the 5th gear shift position to the low shift (1st gear) position, a considerable load is applied to the clutch, causing the clutch to wear out in the female stage. There was a problem with doing so. There was also the problem that the number of revolutions of the engine rose too high, causing overload on the engine and vehicle, and in severe cases, parts of the engine and vehicle could be damaged.Furthermore, a large shock was transmitted to the vehicle. This shock is transmitted to the driver, resulting in a significant deterioration in the riding feeling, and also disrupting the driver's stable driving operation, which can lead to accidents.

(Means for Solving the Problems) The present invention includes a ROM in which a matching relationship between engine speed, etc. and shift position is set and stored, and an operating program is stored;
CPU and RAM where data is temporarily stored
] Novi 1 with input and output boats
- an information input mechanism for inputting engine speed, etc., a misshift display mechanism for displaying and covering misshifts, and a clutch engagement/disengagement control mechanism for controlling a solenoid valve for clutch engagement; The mechanism and the clutch engagement/disengagement control mechanism are respectively connected to the implanters 1 to 1.
- Connected to the output boat, the suitability of the shift position is judged based on human power such as the engine speed, and in the case of a misshift, the clutch is not connected to the solenoid valve for clutch engagement and disengagement, and the compatible shift range is determined. This is a misshift prevention mechanism in a Semi-Oi-Magic transmission device, characterized in that it is configured so that the clutch can be connected by the clutch engagement/disconnection electromagnetic valve only in this embodiment.

(Embodiment) FIG. 1 shows a control system block diagram according to an embodiment of the present invention, in which an engine 1 is connected to a transmission 3 via an air clutch 2, and the air clutch 2 is connected to an electromagnetic proportional valve 5. This solenoid proportional valve 5 is connected to an air tank 6 and an air tank 8.
Air is supplied from the air tank 6 and the air tank 8 are connected to a pressure regulating valve 7 and a safety valve 9, respectively. Compressed air is sent to the air tank 8 from a compressor 10 using the power of the engine 1.

The computer unit 12 that controls the engagement and engagement of the air clutch 2 is configured as follows. The ROM 13 stores a set of compatible relationships between engine speed, etc. and shift positions (Figure 2 shows the set compatible relationships between vehicle speed and shift positions), and an operating program to be copied is stored in the ROM 13. remembered.

Data is temporarily stored in RAM13.

These RAM 13 and ROM 14 are connected to the CPU 15 and to the input/output board 16, thereby forming the computer section 12.

The engine rotation speed is input to the input/output boat 16 via the electromagnetic pickup 19 and the engine rotation input interface 20, and
input/output boat 16 via the accelerator opening input interface 23
It is now entered into Brake switch 24
The depression status of the shift knob switch 26 is input to the input/output boat 16 via the brake switch input interface 25, and the grip status of the shift knob switch 26 is input to the shift knob switch input interface 27.
The shift position status is input to the input/output boat 16 via the shift position input interface 29, and is input manually to the input/output boat 16 via the shift position input interface 29. ing.

By inputting this information, the RAM 13, ROM 14, and CPU 15 operate, and the output information operates a lamp or chime 32 via the miss shift display output interface 31, and an electromagnetic signal via the l1litl proportional valve control output interface 33. The proportional valve 5 is controlled, and the electromagnetic proportional valve 5 is used to operate the air clutch 2 on and off.

FIG. 2 is an example of setting the compatible relationship between vehicle speed and shift position. For example, the first gear shift position is 0KIn/hr to 1
0 touch/hr, O1k/hr ~ 25 at 2nd gear shift position
1/hr, 15KM/hr-1 in 3rd gear shift position (
1++/hr, 22KM/hr in 4th gear shift position
~65/h/hr, 35KJR/ in 5th gear shift position
The range from hr to 951011/hr is set as the compatible state. These set values are stored in the ROM II, and programmed so that the air clutch 2 (FIG. 1) will not be connected outside this compatible range.

FIG. 3 is a general flowchart showing an outline of the operation program stored in the ROM 14. Initial settings are performed at /11, and at 42, the shift knob switch 2
6 is turned on, that is, it is determined whether the driver's hand has touched the shift knob switch 26. If the shift knob switch 26 has been touched, the process advances to YES,
The air clutch 2 (FIG. 1) is controlled during a shift operation. If it is determined No at 42, 44
The process proceeds to 46, where it is determined whether it is OK to completely connect the air clutch 2, and if it is OK, the process proceeds to 46, where the air clutch 2 is completely connected without causing any discomfort. The process proceeds from 46 to 47, and in 47 it is determined whether there is a need to change the control state of the air clutch 2. If it is determined that it is necessary to change, the process proceeds from 48 to YES and proceeds to the step before 42. Feedback will be given. If it is determined that there is no need to change the control state of air clutch 2, proceed to No and step 4.
At step 9, it is determined whether or not the shift knob switch 26 is being touched, and if it is determined that it is being touched, the process advances to YES and is fed back to step 43. If it is determined in step 49 that the shift knob switch 26 has not been touched, the process advances to NO and is fed back to the step before step 47, where it is determined whether it is necessary to change the control state of the air clutch 2 again. It looks like this.

If the clutch connection is determined to be No at step 45, clutch control such as starting, stopping, reversing, etc. is performed at 50, and is fed back to the step before step 42.

FIG. 4 is a flowchart of the process 43 in FIG. 3, which starts when it is determined that the shift switch is ON, and at 51 the air clutch 2 (FIG. 1) is turned ON.
The previous shift position is read from the shift position sensor 28 (FIG. 1) at 52, the read shift position is stored in memory at 53, and a timer is set at 54. During this time, the shift position is read at 55, and changes in the shift position are observed.

At 56.57, the shift position after the change is memory 2.
is set to . This shift position is read and set in memory 2 until time-up, and 5
If it is determined that time is up at 8, the process advances to 59.

If it is determined in step 59 that memory 1 - memory 2, that is, if it is determined that the shift knob switch 26 has been touched but the shift position has not been changed, the process proceeds to the step before step 77.

If it is determined in 59 that memory 1 is not equal to memory 2,
In other words, when it is determined that there has been a change in the shift position, 6
0 and the vehicle speed is determined to be 0 KIR/hr, that is, whether or not it is stopped. If the vehicle speed is determined to be 0-/hr, the program advances to 61 where the shift position is determined to be 1st, 2nd, neutral, or reverse position. If it is determined to be YES, the process proceeds to the step before 77.

On the other hand, if it is judged as No, the process goes to 62 and the miss shift display is displayed.
The lamp 32 shown in FIG. 1 will light up or a chime will sound. After the misshift is displayed, the shift position is read again at 63, and if it is determined at 64 that the shift position has been changed,
Proceeding to step 65, the misshift display is turned off, and step 5
It is designed to be fed back to the stage before step 4.

The reading of the shift position at 63 is repeated until it is determined at 64 that there has been a change in the shift position, and during this time the miss shift display remains turned on.

If it is determined that the vehicle speed is not 0K11/hr, the process proceeds to 66, where it is determined whether the shift position before the shift position change was the reverse position, and if YES, the process proceeds to 67 to determine whether the shift position after the change is the neutral position. If it is determined as No, the process proceeds to 62 and the same miss shift display as in the above case is turned on.

If the shift position after the change is determined to be the neutral position, the process proceeds to 68, where the shift position is read, and the change of the shift position is further determined at 69. If there is a change, the shift position is read.
It is designed to be fed back to the previous stage.

If it is determined that there has been no change in the shift position at 69, then 7
0, it is determined whether the shift knob switch 26 is turned off, and if it is determined that the shift knob switch 26 is turned off, the vehicle speed is set to 0 at 71.
It is determined whether the vehicle speed is OK m/hr.
If it is determined that this is the case, the process proceeds to step 72, where an appropriate latch connection is performed according to the vehicle speed, engine speed, opening degree of the accelerator 22, etc.

If it is determined in 70 that the shift knob switch 26 is being touched, or if it is determined in 71 that the vehicle speed is not OKs/hr, the feedback is fed back to the step before 68.

If it is determined in 66 that the shift position before the shift position change is not the reverse position, the process proceeds to 73, where it is determined whether the shift position after the change is the reverse position. If the shift position after the shift position is determined to be the reverse position, the process proceeds to 74, where it is determined whether the shift position before the shift position change was neutral. If it is determined as YES, the process proceeds to 68, where the process described above is performed. Judgments are being made.

If the answer is NO, the process proceeds to 62 and the same miss shift display as in the case described above is turned on.

If it is determined in 73 that the changed shift position is other than the reverse position, the process proceeds to 75, where the changed shift position is stored in the ROM 14.
The judgment is made based on the compatibility relationship between the shift position and the vehicle speed stored in , and if it is judged to be compatible, the process proceeds from 76 to 77, where the shift position is reconfirmed, and at 78.79, the shift position is not changed. If it is determined that the shift knob switch 26 has not been touched, the process proceeds to 72 and the appropriate latch connection is made.

From step 72, the process proceeds to the step before step 44 shown in FIG.

On the other hand, if it is determined at step 78 that the shift position has changed again, the feedback is fed back to the timer setting process at step 54.

Note that the compatibility relationship between vehicle speed and shift position shown in Figure 2 is just an example, and can be set arbitrarily as necessary, and the driving operation situation will change depending on this setting. .

(Effects of the Invention) In the misshift prevention mechanism included in the semi-automatic transmission according to the present invention, the suitability of the shift position is determined based on input such as the engine speed, and in the case of a misshift, the clutch disengagement solenoid valve 5 is activated. Since the clutch 2 is not connected and the clutch is configured so that the clutch can be connected by the clutch disconnection solenoid valve 5 only in the compatible shift range, problems such as an abnormal load being applied to the clutch do not occur. , problems such as premature wear of the clutch do not occur. Furthermore, it is possible to prevent problems such as the engine speed increasing too much due to a misshift, and it is possible to prevent engine damage accidents and car body damage accidents.

In addition, since the shift is performed in the optimum condition, the riding feeling is significantly improved, and no large shock is applied to the vehicle body, ensuring stable driving operation by the driver.

Therefore, it is possible to eliminate the problem of causing an accident due to a large shock caused by a misshift.

[Brief explanation of drawings]

FIG. 1 is a block diagram of a control system according to an embodiment of the present invention, FIG. 2 is an illustrative diagram showing a compatibility relationship between vehicle speed and shift position, and FIG. 3 is a general diagram showing an outline of an operation program stored in a ROM. Flowchart FIG. 4 is a diesel flowchart of the process 43 shown in FIG. 5... Solenoid proportional valve, 12... Computer section, 13... RAM. 14...ROM, 15...CPU, 16...Implement 1~output port, 19...Electromagnetic pickup (information input mechanism), 20...Interface for engine rotation input (information input mechanism) , 22...
・Accelerator (information input mechanism), 23...Accelerator opening input interface (information input mechanism), 24
... Brake switch (Information human power II), 25...
Brake switch input interface (information input mechanism), 26... Shift knob switch (information input mechanism), 27... Shift knob switch input interface (information input mechanism), 28... Shift position sensor (information input mechanism), 29... interface for shift position input (information input mechanism), 31
...Miss shift display output interface (Miss shift display mechanism), 32... Lamp (Miss shift display mechanism), 33... Solenoid proportional valve control output interface (Crudge intermittent control mechanism) Patent applicant Co., Ltd. Ogane Manufacturing Procedures Amendment (
spontaneous) 1. Indication of the case 1986 Patent Application No. 1097842, Title of the invention 3, Person making the amendment Relationship to the case Patent applicant Address 1-1-1 Kida Motomiya, Neyagawa City Name Representative of Daikin Seisakusho Co., Ltd. Person: Director and President Masaru Sadachi 4, Agent address: 7th floor, East Building, Chiyoda Building, 2-9-4 Higashitenma, Kita-ku, Osaka (@ 530) (1) Change the inventor's name "Toshiaki Shimazu" on page 1 of the application form to "Shimazu". Toshiaki,” he corrected. (2) Specification page 4 lines 18-19 (7) rROMl 3J
is corrected to rROM14J. 8. List of attached documents (1) One or more copies of the application for correction

Claims (1)

[Claims] A computer unit equipped with a ROM in which the compatibility relationship between the engine rotation speed, etc. and the shift position is set and stored and in which the operating program is stored, a CPU, a RAM in which data is temporarily stored, and an input/output port; An information input mechanism for inputting engine rotation speed, etc., a misshift display mechanism for displaying a misshift, and a clutch engagement/disengagement control mechanism for controlling a solenoid valve for clutch engagement/disengagement, the information input mechanism, the missshift display mechanism, and the clutch engagement/disengagement control mechanism. are connected to the input and output ports, respectively, and the suitability of the shift position is determined based on inputs such as engine speed, and in the case of a misshift, the clutch is not engaged by the clutch engagement/disengagement solenoid valve, and a compatible shift is performed. A misshift prevention mechanism in a semi-automatic transmission device, characterized in that the mechanism is configured such that the clutch can be engaged by the clutch engagement/disconnection solenoid valve only within the above range.