JPS62268739A - Shift actuator control device - Google Patents

Abstract

PURPOSE:To prevent a danger that a vehicle cannot travel when it starts, by stopping the vehicle with a gear of a shift actuator at a gear position from where the gear can be pulled out under any severe condition in the preparation for starting the vehicle. CONSTITUTION:When a vehicle and an engine are judged to stop and a parking brake 9 is applied, a control unit 11 opens an electromagnetic valve V1 for applying a hydraulic pressure to a hydraulic pressure chamber 1c. As a result, a piston rod 1b of a shift actuator 1 is driven to the lowermost end through a neutral position so that a transmission TM is changed over to the side of an (R, 2, 4, 6). When the vehicle is to be started next time, a hydraulic pressure is applied to both the hydraulic pressure chamber 1c and a hydraulic pressure chamber 1d so that force for driving the shift actuator 1 is made larger than force required when the piston rod 1b is driven from the uppermost position to the neutral position at a lower end, whereby the transmission TM can be securely driven to the neutral position.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a shift actuator control device, and more particularly, to a shift actuator control device that enables gear removal during parking! Regarding one device.

(Prior Art) As shown in FIG. 1, a shift actuator 1 includes a cylinder portion 1a and a piston portion tb.
b is the piston rod lb with diameter φA, diameter φB
an enlarged portion 1b2 having a diameter φC, and a protruding rod portion 1b having a diameter φC.
3. It has a ring portion 1b4 having an outer diameter φD and an inner diameter φC. Therefore, each thrust becomes:

Fl: Force acting on the enlarged portion 1b2 when the solenoid valve v1 is open (i.e., F2 to the R (reverse) side): Force that moves the protruding rod portion 1b3 by 1 when the TL solenoid valve v2 is open (i.e., L (low) I' F3 to ll: When the solenoid valve F2 is open, the ring portion lb4 is
: When the solenoid valves v,, v2 are open, the force acting on the enlarged portion 1b2 and the protruding Rond portion 1b (i.e., the gear pulling force acting on the piston rod) = F, -F2, where P is the oil pressure. .

Further, it is designed such that F4 <F2 <Fl<F=s, and approximately FK/F4≧2 holds true.

Under these conditions, it is necessary to satisfy the following conditions.

1) Fl must not exceed the allowable shift force (limit value) of the shift actuator.

(2) F2 must work within the allowable shift time of the shift actuator (shift at a speed that does not give the driver a sense of discomfort), (3) F4 = FI F2 is the thrust that allows the gear to be pulled out. (4) It is required that the piston rod of the shift actuator does not lose speed when performing a shift.

(Problems to be Solved by the Invention) However, it is very difficult to select the above-mentioned forces F4 and F2 for the following reasons.

(1) If the gear input (F2) to the L side is made large enough,
The pulling force (F4=FI F2) is insufficient, leading to gear pulling failure and making it impossible to shift.

In addition, if the above-mentioned problem occurs when parking in gear, an automatic transmission equipped with a safety mechanism that prohibits the engine from starting when the gear is shifted to anything other than neutral, for example, when the engine is shifted to the L side. In this case, the engine will not be able to start, which may lead to vehicle failure.

(2) On the other hand, if you apply sufficient gear removal force (F4).

That is, if F2 is selected to be small, gear input/output (F2) will be insufficient. As a result, the synchronization time becomes longer, that is, the shift time becomes longer, giving the driver a feeling of compassion.

(3) Furthermore, even if appropriate gear input and gear removal forces are set, if the oil pressure falls below the specified fth level, the gear will not be able to be removed. As a result, the engine cannot be started. Furthermore, even if the engine starts, there is a risk that a shift will not be possible.

(4) Also, the viscosity of the gear oil increases when it is cold, increasing the sliding resistance and requiring more force to pull out the gear than in normal conditions (approximately twice as much), resulting in failure to pull out the gear and engine damage. Starting becomes impossible. Furthermore, even if the engine starts, there is a risk that the gears will not be able to be shifted.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a shift actuator control device that switches the transmission to a gear position that allows easy and reliable gear removal during gear parking, and then stops the vehicle.

(Means for Solving the Problems) In order to achieve the above object, the present invention has a neutral position and two operating positions on both sides thereof, each having a different operating force to the neutral position. In the shift actuator control device, the first means detects the operating position where the operating force is small, and the first means drives the shift actuator to the opposite side from the position by detecting the gear position from the first means when the vehicle is stopped. A shift actuator control device having two means is provided.

(Operation) When attempting to park in gear, first check the gear position of the shift actuator. If the gear position is such that it is not easy to shift out of gear, the shift actuator is activated when the vehicle is stopped and the parking brake is pulled, and the gear operation is easy when the vehicle is started. After changing the gear to a position where it can be carried out reliably, park the vehicle.

(Example) Next, an example of the present invention will be described with reference to the drawings. 1st
FIG. 2 is a schematic diagram of an embodiment of a transmission actuator using the shift actuator of the present invention. FIG. 3 is a flowchart of gear shift control. .

FIG. 1 has already been described in connection with the prior art, so to summarize only, the shift actuator 1 includes a solenoid valve v
1 is turned on and opened, the hydraulic pressure is applied to the enlarged part 1b2
The piston rod 2 lb is pushed to the left by the force of Fl and moves to the R (reverse) position. Furthermore, when only the solenoid valve v2 is turned on, the hydraulic pressure acts on the left side of the protruding rod portion tbg of the piston rod tbl, pushing the piston rod lb1 to the right side with the force of F2 and moving it to the L
(Low) Take position. When the solenoid valves vl and v2 are turned on at the same time, the force Fl-F2 acts on the piston rod 1b, and the force F5 acts on the ring part (tA, which takes the neutral position. In this way, the shift actuator l takes the 3rd position. It is something.

Next, an embodiment of a transmission actuator using the shift 7 actuator of the present invention will be described with reference to FIG. 2 and Table 1. However, although the embodiment of FIG. 2 includes emergency controls, the invention is not limited to including emergency controls at one time.

In FIG. 2, TM is a well-known parallel shaft gear type transmission, and l indicates a shift actuator of the transmission TM, which has the same structure as that shown in FIG. 1 and performs the same operation. Reference numeral 2 indicates a selection actuator, and the selection actuator 2 is loosely fitted into a piston P21 provided in a piston rod 2b connected to a selection rod of the transmission TM in a cylinder 2a, and an end of this piston rod 2b. The piston P22 is built-in, and the cylinder 2a
Another piston P23 is provided at the left end of the cylinder 2a, and a hydraulic chamber 2c is provided in the cylinder 2a.

2d and 2e are formed.

When applying hydraulic pressure to the three hydraulic chambers of the select actuator 2 as described later, the piston rod 2b can take four positions. Konotosa, Transmission TM
will be placed at either neutral N1 or N2 + Ng + N4 position. Reference numeral 3 indicates a shift stroke sensor made of, for example, a variable resistor, which detects the position of the piston rod lbl of the shift actuator 1 over the entire stroke, and outputs the position of the piston rod lb1 which changes every moment and a signal TMS. 51 to S4 are switches for detecting each of the aforementioned select positions of the select actuator 2, and one of the switches 5l to 34 is turned on according to each select position, and outputs a select position signal TMC. . ■! , V2 is a solenoid valve that operates shift actuator 1! 5+v4, 5 is a solenoid valve that operates the selection actuator 2. Pin is the main hydraulic power source, P is the hydraulic power source for the normal hydraulic circuit system, and P' is the hydraulic power source for the emergency hydraulic circuit system. Note that the present invention includes not only hydraulic pressure but also pneumatic pressure. Vel is an emergency solenoid valve for the selector actuator l, Ve2 and Ve5 are emergency solenoid valves for the shift actuator, and Ve4 is a solenoid valve for switching the hydraulic circuit system.

Reference numeral 4 denotes a dry single-plate clutch, which is coupled to the output shaft of an engine (not shown) on the input side of the transmission TM, and the output shaft is coupled to the input shaft of the transmission TM. A release fork 4a of the clutch 4 is coupled to a clutch actuator 5. The clutch actuator 5 includes a piston 5 that moves within the cylinder 5a.
b, and this piston 5b is connected to the clutch 44 as described above.
The piston 2b is further connected to a clutch stroke sensor 6 made of, for example, a variable resistor.

The clutch actuator 5 includes a solenoid valve v6. for operating the clutch actuator 5. v7. v8 is combined. and,
The solenoid valve Ve has a smaller boat diameter than the solenoid valve V7.

'? When the solenoid valve V6 is opened with the solenoid valves V7 and V closed, hydraulic pressure is applied to the hydraulic chamber 5C of the clutch actuator 5, and the piston 5b moves to the right in FIG. I refuse to do so.

With solenoid valve V6 closed, solenoid valve VB with a small port diameter
, or when opening solenoid valve v7 simultaneously or separately,
As the oil pressure in the hydraulic chamber 5C decreases, the oil filled therein escapes in the direction of the tank T, so the piston 5b moves to the left by the spring force of the clutch 4, and the clutch 4
The situation changes from a state of disconnection to a state of connection. And solenoid valve V,
By adjusting the degree of opening of the clutches 4 and 31 and adjusting the degree of oil drainage, the speed of operation of the clutch 4 from disengagement to engagement can be adjusted. Note that the operating position of the clutch actuator 5, that is, the position of the clutch 4, is detected by the clutch stroke sensor 6. ! The @ sign is “
CLUS". 7 is the change lever,
Although it is similar to the manual operation type, its structure is different, and when the lever is switched, a change lever signal "CL" indicating the position of the change lever is emitted from the switch box provided below. 9 is a parking brake, and when this brake is pulled when the vehicle is stopped, a parking brake signal "PBL" is generated from the switch box 10.

Reference numeral 11 denotes a control device having a macrocomputer configuration. The control device 7 receives not only detection signals obtained from various parts of the vehicle but also commands issued by the driver or the like. In the present invention, in particular, the clutch stroke position signal "
CLUS", engine speed signal "ENGN" (detector not shown), position signal "TMSN" indicating shift stroke from shift stroke sensor 3, switch S1
Select position signal “TMC” from s4, change lever signal “CL” from switch box 8, parking brake signal “PB” from switch box 10
L'' is input.

The control device 11 is configured to issue output signals to predetermined parts for controlling each part of the vehicle according to a program stored in advance in the memory MEM according to input commands and detection signals. corresponds to the central processing unit CPU.

In the present invention, although not shown in the figure, the control device 11 calculates the optimum gear change stage of the transmission TM from the accelerator pedal depression amount signal and the engine rotation speed ° "ENGN", and sends a command signal to each electromagnetic valve. is activated to drive the shift actuator 1 and the select actuator 2, as well as the clutch actuator 5 to operate the clutch and switch the transmission TM to the optimum gear. In such an operation, for example, when the change lever 7 is located in the 3rd forward gear, switching is performed within the range of up to 3 forward gears, and when the change lever 7 is located in the 2nd forward gear, switching is performed within the range of up to 2 forward gears. The position of the change lever 7 indicates the highest position of the switching stage, such that switching is performed within the range of .

In the present invention, as described above, the shift actuator 1 of the transmission TM is provided with the shift stroke sensor 3 to continuously detect the shift stroke and constantly monitor the gear position. If a gear slippage occurs while a large torque is being generated in the gear of the transmission TM, the clutch 4 is temporarily disconnected and the gear is re-engaged. Furthermore, if gear slippage occurs when a large torque is not generated in the gear of the transmission TM, the gear is automatically re-engaged without disengaging the clutch.

Further, if gear slippage occurs within a short period of time and the amount of gear slippage is greater than a predetermined value, the clutch 4 is temporarily disconnected and the gear is re-engaged.

Next, 1 normal solenoid valve (Vt, v2, Vs, V4, V
s) and emergency solenoid valves (Vel, Ve2.

ve5. Table 1 shows the relationship between the operating state of the gear and the gear position.

As is clear from Table 1, an emergency solenoid valve is used when a normal solenoid valve breaks down.
The gear position of solenoid valve Ve2. The gear position of 'L'' is obtained by turning on Ve1+ve4, and the solenoid valve Ve5,
Vel and Ve4 are obtained, and the neutral position is
Solenoid valve Ve2. We! +■e4 is obtained by turning on.

Next, the present invention will be explained in detail using the flowchart shown in FIG.

First, although not shown in the figure, a vehicle speed signal "VEL" is read from a well-known vehicle speed sensor (step S1). Load “ENGN” (
Step S2), then read the change lever signal "CL" and parking brake signal "PBL" from switch boxes 8 and 10 (step S3.34), and input these values to the control system! The data is stored in the work memory provided in 111.

In step S5, the position of the change lever 7 is checked. If the driver has shifted the change lever 7 to the neutral position, the process moves to step S6, and the solenoid valves Vl and ■2
are opened together, and the hydraulic chamber 1c of the shift actuator l,
Apply hydraulic pressure to ld and operate it to switch the transmission TM to neutral.

In step S5, the position of the change lever 7 is (R
), (2), (4), or (6), the solenoid valve vl is opened in step S7, and hydraulic pressure is applied to the hydraulic chamber 1c of the shift actuator 1 to drive the shift actuator l.

The transmission TM is switched to one of these gear positions. The position where the piston rod lbl of the shift actuator 1 has completely moved to the leftmost end is the position where the piston rod lb is from the rightmost end when hydraulic pressure is applied to both the hydraulic chambers 1c and ld and the transmission TM is driven to the neutral position. Since the driving force is greater than when the vehicle is driven to the left, even if the vehicle stops in this state, no trouble will occur during the next start operation, and the operation routine ends.

In step S5, the position of the change lever 7 is (L
), (3), or (5), the vehicle speed signal is checked in step S8, and if it is not zero, that is, when the vehicle is running, the solenoid valve D2 is opened in step S11 to apply hydraulic pressure to the hydraulic chamber 1d. Apply and exit the operation routine.

In step S8, when the vehicle speed is zero and the vehicle has stopped, the process moves to step S9, where it is determined whether the engine is rotating or not. If the engine is rotating, the process moves to step Sll, where the solenoid valve V2 is opened and the hydraulic Hydraulic pressure is applied to the chamber 1d and the operation routine is exited. If the engine is stopped, the process moves to step S10, where it is determined whether the parking brake 9 is pulled, and if the parking brake is not pulled, the process moves to step Sll.
The solenoid valve V2 is opened to apply hydraulic pressure to the hydraulic chamber 1d, and the operation routine is exited.

In step 310, if the parking brake 9 is pulled, an alarm is issued by turning on the pilot lamp for a few seconds or by sounding a buzzer (step S1).
2), the process moves to step s13.

In step S13, the solenoid valve V1 is opened and the hydraulic chamber 1 is opened.
Apply oil pressure to c. For this reason, the piston rod 1b1
passes through neutral and is driven to the left end, thus switching the transmission TM to the (R), (2), (4), and (6) sides. The position of this shift actuator 1 applies hydraulic pressure to both the hydraulic chambers 1c and 1d during the next vehicle start operation, and the force that operates this is the piston rod lb, which is driven from the rightmost position to the leftmost neutral position. The lubricating oil has a high viscosity at a low temperature and can drive the transmission TM to the neutral position even if a large load is applied to the shift actuator l.

Note that when the vehicle is stopped, in the electronically controlled transmission system as shown in this embodiment, the transmission TM sequentially changes from (6) to (
L), and at this time (step S
l 3) If you open the solenoid valve v1, the transmission T
M will be switched from (L) to (R).

When the shift actuator l is performing such an operation, some kind of ripple occurs in the pressure of the hydraulic pressure source, unexpected pressure is applied to one of the hydraulic chambers of the select actuator 2, and the transmission TM shifts from (L) to (R).
) If you accidentally shift to a position other than ), you will get stuck. Therefore,
When opening the solenoid valve v1 in step S13, the solenoid valve v5.

v4. V5 is opened at the same time, and the select actuator 2 is fixed so that it does not malfunction.

Note that among the above operations shown in FIG. 3, when switching the transmission TM, the clutch 4 is operated by the control device gll.
The latch is turned off by the command l, but since the explanation would be complicated, a detailed explanation of the latch operation will be omitted.

(Effects of the Invention) As explained in detail above, the present invention enables gear parking by shifting the shift actuator to a position where the gear can be pulled out when preparing to depart, even under severe conditions, when the vehicle is stopped. Therefore, unlike in the past, there is no longer a situation where the vehicle becomes unable to run upon departure, and the vehicle can always be launched under any conditions.

[Brief explanation of the drawing]

Fig. 1 is an enlarged block diagram of a shift actuator used in the present invention, Fig. 2 is a schematic block diagram of an embodiment of a transmission actuator using the shift actuator of the present invention, and Fig. 3 is a flowchart of gear shift control. It is. l...shift actuator, la...cylinder,
lb...Piston rod, V, +■2, V3. V4
, v5... Solenoid valve, 2... Select actuator, 3... Shift stroke sensor, 7... Change lever, 8... Switch box, 9... Parking brake, lO... Switch box , 11 control device, TM...transmission. Figure 2

Claims (3)

[Claims] (1) In a shift actuator control device having a neutral position and two operating positions on both sides thereof, each having a difference in operating force to the neutral position, a first means for detecting the operating position where the operating force is small; A shift actuator control device comprising a second means for driving the shift actuator to the opposite side from the first means when the vehicle is stopped by detecting the gear position from the first means. (2) The shift actuator control device according to claim (1), wherein the second means operates when the operation of the select actuator is fixed. (3) The shift actuator control device according to claim (1), wherein the second means operates when the parking brake is activated.