JPS623333B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to an automatic transmission device for a transmission. Generally, in a gear type transmission for an automobile, the gear ratio and the number of gear stages are set in consideration of various conditions such as engine output, maximum rotational speed, vehicle weight, fuel consumption, and operability of the transmission. In order to enhance the acceleration performance of a car and improve fuel efficiency, it is necessary to increase the number of gears, but increasing the number of gears makes shifting operations complicated, making the transmission larger and more expensive. .
Furthermore, as the number of gear changes increases, the impact generated each time the gear changes increases, resulting in a problem of deterioration of drivability. In particular, when adopting a FWD (front wheel drive) system configured to drive the front wheels with the engine placed horizontally on a small vehicle with a narrow vehicle width, the drive system consisting of the engine, clutch, transmission, etc. The directional length, that is, the length of the engine in the crankshaft direction is limited, and it is extremely difficult to increase the number of gears because it is mainly required to shorten the axial length of the transmission. In addition, automotive transmissions installed in small cars generally have a gear ratio of 3 to 5 forward gears, but if acceleration performance is emphasized, the overall reduction ratio must be set large. In particular, there is a problem in that fuel efficiency deteriorates when driving at medium to high speeds, and acceleration performance deteriorates when emphasis is placed on fuel efficiency. The present invention includes a transmission that has been proposed and adopted in order to solve the above-mentioned problems, that is, a main transmission with a gear ratio of 3 to 5 stages, and a sub-transmission with a gear ratio of 2 stages. The present invention relates to a transmission in which the main transmission is manually operated to change gears, and the auxiliary transmission is configured to change gears automatically and smoothly using a selection switch for each gear. The present invention has been proposed in view of the above, and is connected to the output shaft of an engine via a mechanical intermittent clutch, and has a main transmission having a plurality of gears arranged in series on a power transmission system, and a high-speed and low-speed main transmission. a first servo mechanism that responds to the pressure of a pressure source that is driven and supplied to the engine; and a first servo mechanism that is connected to the first servo mechanism to change the speed of the auxiliary transmission. an actuating device for an auxiliary transmission comprising a selection mechanism that selectively operates the gear; a clutch actuating device having a second servo mechanism that responds to the pressure of the pressure supply source; the second servo mechanism intermittently operates the intermittent clutch; , a rotational speed detection mechanism that detects the rotational speed of the engine, a gearshift position detection mechanism that detects the gearshift position of the auxiliary transmission, and a shift instruction switch that is manually operated and instructs the auxiliary transmission to shift. The control device is equipped with a control device, and upon operation of the control device, (i) a second servo mechanism operates to disconnect the intermittent clutch, and (ii) a first servo mechanism selects and operates the gear stage of the auxiliary transmission. (iii) The second servo mechanism connects and operates the intermittent clutch, and further, when the engine rotation speed is above a predetermined value, the sub-transmission is shifted from high speed to low speed regardless of the switching of the shift instruction switch. The object of the present invention is to provide an operating device for a transmission, which is characterized in that it is configured to prevent the transmission from occurring. An embodiment of the present invention will be described below with reference to FIGS. 1 to 5. 2 is a clutch device that connects and disconnects power transmission between the engine crankshaft 4 and the transmission 6;
flywheel 8 fixed to the flywheel 8;
A clutch cover 12 is fixed to the clutch spring 10 to support a diaphragm type clutch spring 10, and a pressure plate 1 is engaged with the outer peripheral edge 14 of the clutch spring 10 and is pressed by a biasing force to the left in the figure.
6. Pressure plate 16 and flywheel 8
A clutch disk 20 having a facing 18 clamped thereto is provided. Reference numeral 22 denotes a clutch release lever that presses the inner circumferential edge 26 of the clutch spring 10 to the left in the drawing via the release bearing 24, and pushes the pressure plate 16 engaged with the outer circumferential edge 14 of the clutch spring 10 to the right in the figure. , and the power transmission between the flywheel 8, pressure plate 16, and clutch disk 20 is cut off. The transmission 6 has an input shaft 30 to which a clutch disk 20 is spline-fitted and provided coaxially with the crankshaft 4.
and the output shaft 34 are arranged parallel to each other. A low-speed gear 36 with a small diameter and a high-speed gear 38 with a large diameter are fitted to the input shaft 30, and a synchronizer sleeve 42 is spline-fitted to a synchronizer hub 40 via a synchronizer key 44, which is spline-fitted to the input shaft 30. There is. 46 is a synchronizer ring for the low speed gear 36, and 48 is a synchronizer ring for the high speed gear 38. The countershaft 32 has countershaft gears 50 for 1st to 4th speeds,
52, 54, 56 and a reverse countershaft gear 58 are integrally formed, the low speed gear 36 of the input shaft 30 meshes with the fourth speed countershaft gear 56, and the input shaft gear 54 engages with the third speed countershaft gear 54. Thirty high-speed gears 38 are meshed. The output shaft 34 has 1st to 4th speed gears that mesh with the subshaft gears 50 to 56 for the 1st to 4th speeds in pairs, respectively.
Four-speed output shaft gears 60, 62, 64, and 66 are fitted. 68 is a synchronizer sleeve fitted via a key 72 to a synchronizer hub 70 for 1st to 2nd speeds spline-fitted to the output shaft 34, and 74 is a synchronizer for 3rd to 4th speeds spline-fitted to the output shaft 34. It is fitted into the hub 76 via a key 78, and the subshaft 32 is attached to the outer periphery of the hub 76.
A synchronizer sleeve 80, 8 is integrally formed with a reverse output shaft gear 79 that meshes with a reverse countershaft gear 58 of the reverse gear through a reverse gear (not shown).
2, 84, 86 are output shaft gears 6 for 1st to 4th speeds.
This is a synchronizer ring that corresponds to 0 to 66. Further, an output gear 92 that meshes with a differential gear 90 of a differential device 88 is formed on the output shaft 34 . Based on the above configuration, the input shaft 30 and the input shaft 3
A sub-transmission 94 is formed by low-speed and high-speed gears 36 and 38 provided on the sub-shaft 32 and sub-shaft gears 54 and 56 for third and fourth speeds provided on the sub-shaft 32. , the subshaft 32 and the 1 provided on the subshaft 32
Countershaft gears 50 to 56 for speed to 4th speed and output shaft 34
and the output shaft gears 60 to 66 for 1st to 4th speeds provided on the output shaft 34 form a main transmission 96, and the auxiliary transmission 94 and the main transmission 96 are connected in series on the power transmission system. It is located in Reference numeral 100 designates an actuating device for the sub-transmission 94, which includes a pressure accumulator 106 connected to an intake pipe 102 of the engine via a check valve 104, and a first negative pressure chamber 106 to which negative pressure of the pressure accumulator 106 is alternatively supplied. It has a pressure chamber 108 and a second negative pressure chamber 110, and both the first and second negative pressure chambers 108, 11
A first servomechanism 114 is provided having a piston 112 that isolates zero. The rod 116 connected to the piston 112 is connected to a circumferential groove 120 provided in the synchronizer sleeve 42 of the input shaft 30 forming the sub-transmission 94 via a shift fork (not shown). 122 is a first solenoid valve provided in a first passage 124 that communicates the first negative pressure chamber 108 and the pressure accumulation chamber 106, and the valve body 1 driven by the solenoid 126
28, and the valve body 128 is caused by a spring (not shown) and a biasing force of the solenoid 126 to close the first passage 12 when the solenoid 126 is not energized.
4 on the pressure accumulation chamber 106 side and the first negative pressure chamber 10
8 is exposed to the atmosphere through an atmosphere opening passage 129, and when the solenoid 126 is energized, the first negative pressure chamber 108 and the nitrogen pressure chamber 106 are configured to communicate with each other. 130 is a second solenoid valve provided in a second passage 132 that communicates the second negative pressure chamber 110 and the pressure accumulation chamber 106, and the valve body 1 driven by the solenoid 134
36, the valve body 136 communicates the second passage 132 with the pressure accumulation chamber 106 when the solenoid 134 is energized due to the biasing force of the solenoid 134 and a spring (not shown), and communicates the second passage 132 with the pressure accumulation chamber 106 when the energization is stopped. 2 passage 132 and the second negative pressure chamber 110
is configured to be exposed to the atmosphere via an atmosphere opening passage 129. The first servo mechanism 114 includes a low-speed position detection switch 138 that is opened and closed by the operation of the piston 112.
and a high speed position detection switch 140, each of which is configured to close when the low speed gear 36 of the input shaft 30 is selected by the synchronizer sleeve 42. With the above configuration, the actuating device 100 is configured such that when the solenoid 126 of the first solenoid valve 122 is energized by the operation of the control device 230 described later, the negative pressure in the pressure accumulating chamber 106 is transferred to the first solenoid via the first passage 124.
is supplied to the first negative pressure chamber 108 of the servo mechanism 114, and at this time, the energization to the solenoid 134 of the second solenoid valve 130 is stopped, and the second negative pressure chamber 1
10 is exposed to the atmosphere through the second passage 132 and the atmosphere opening passage 129, and therefore the synchronizer sleeve 42 connected to the piston 112 via the rod 116 is connected to the low speed gear 36 as shown in FIG.
The synchronizer ring 46 is engaged with the synchronizer ring 46 to select a low speed gear of the auxiliary transmission 94. Further, the actuation device 100 operates the solenoid 12 of the first solenoid valve 122 by the operation of the control device 230.
8 is stopped, the first negative pressure chamber 108 is opened to the atmosphere, and at this time the second solenoid valve 13
0 solenoid 134 is energized, negative pressure is supplied to the second negative pressure chamber 110, and therefore the synchronizer sleeve 42 connected to the piston 112
is meshed with the synchronizer ring 48 of the high speed gear 38 to select the high speed gear of the auxiliary transmission 94. Reference numeral 142 designates a clutch actuating device that operates the clutch device 2 intermittently, and includes a well-known foot-operated clutch pedal 14 connected to the clutch release lever 22.
4 and a second servo mechanism 146. The second servo mechanism 146 provides a third
A negative pressure chamber 150 communicated via a passage 148;
Diaphragm 1 that responds to the negative pressure in the negative pressure chamber 150
52, and a rod 154 that transmits the operation of the diaphragm 152 to the clutch release lever 22. A third solenoid valve 156 is provided in the third passage 148, and has a valve body 160 driven by the solenoid 158. The valve body 160 is energized by a spring (not shown) and the biasing force of the solenoid 158. 3rd passage 148 when
is configured to open and communicate with the pressure accumulation chamber 106 of the negative pressure chamber 150. The third passage 148 includes the third passage 148.
Fourth to seventh solenoid valves 162, 164, 16 that are open to the atmosphere on the solenoid valve 150 side
6,168 are provided, each with a solenoid 17
Valve body 1 driven by 0,172,174,176
78, 180, 182, 184. The fourth to seventh solenoid valves 162 to 168 are the fourth to seventh passages 18 that open the third passage 148 to the atmosphere.
6,188,190,192, and the fourth passage 1
86 is directly opened to the atmosphere without having a throttle, and the fifth to seventh passages 188 to 192 are provided with throttles 194, 196, and 198 whose diameters become smaller in order, so that the negative pressure chamber 150 is opened to the atmosphere. It is configured such that the opening speed becomes slower in sequence. 20
A detection switch 201 is connected to the diaphragm 152 and detects the displacement of the diaphragm 152, that is, the intermittent stroke of the clutch device 2 which is intermittently operated by the clutch release lever 22.
is a detection switch that detects that the clutch device 2 is completely disconnected. With the above configuration, the clutch actuating device 142
By depressing the foot-operated clutch pedal 144, the facing 18 of the clutch disc 20 is separated from the flywheel 8 and the pressure plate 16 via the clutch release lever 22, and the clutch device 2 is cut off. The connection is activated by stopping and releasing the pedal. Further, the second servo mechanism 146 controls the third solenoid valve 156 by the operation of the control device 230, which will be described later.
When the solenoid 158 is energized, the pressure accumulator 10
6 of the negative pressure enters the negative pressure chamber 150 via the third passage 148.
The rod 154 is supplied to the diaphragm 152.
clutch release lever 22 connected via
The clutch device 2 is operated to shut off. Next, solenoid 1 of the third solenoid valve 156
After the energization to 58 is stopped, the solenoids 170 to 17 of the fourth to seventh solenoid valves 162 to 168
6 is selectively energized, the negative pressure chamber 15
The passages for opening 0 to the atmosphere are the fourth to seventh passages 186 to 186.
192 and provided in the fifth to seventh passages, the negative pressure chamber 150 is
The speed at which the clutch release lever 22 is moved to connect the clutch device 2 is different. That is, when the negative pressure chamber 150 is opened to the atmosphere through the fourth passage 186 which does not have a restriction, the clutch device 2 is quickly connected, and the fifth to seventh passages 188 to 192 are selected. In this case, the connection operation will gradually become slower.
This selection is controlled by a control device 230, which will be described later. A throttle valve operating device 202 closes a throttle valve 204 provided upstream of the intake pipe 102 of the engine, and an eighth passage 20 is connected to the pressure accumulation chamber 106.
6, and a diaphragm 210 that responds to the negative pressure of the negative pressure chamber 208.
The throttle valve 20 controls the operation of the diaphragm 210.
4, and is configured to close the throttle valve 204 regardless of whether the throttle valve 204 is opened or closed by a well-known accelerator pedal (not shown). 214 is an eighth solenoid valve provided in the eighth passage 206, and has a valve body 218 driven by the solenoid 216. The valve body 218 is energized by a spring (not shown) and the biasing force of the solenoid 216. 8th passage 206 when
Negative pressure is supplied to the negative pressure chamber 208 through a passage 220 that opens the negative pressure chamber 208 to the atmosphere when electricity is stopped.
It is configured to be opened to the atmosphere through the With the above configuration, the throttle valve actuating device 202
The eighth
When the solenoid 216 of the solenoid valve 214 is energized, the negative pressure in the accumulator chamber 106 is supplied to the negative pressure chamber 208 , thereby reducing the throttle valve 204 connected to the diaphragm 210 via the rod 212 .
is closed regardless of whether it is opened or closed by a well-known accelerator pedal (not shown). 222 is a shift lever for selecting a gear shift position of the main transmission 96, which operates the synchronizer sleeve 68 or 74 provided on the output shaft 34 via a well-known link mechanism and shift fork (not shown), and shifts from 1st to 4th gear. Select speed or reverse. The shift lever 222 or the link mechanism is provided with a first speed detection switch 224 and a second speed detection switch 226 that detect the first or second speed of the main transmission 96. Reference numeral 230 denotes a control device that controls the energization of the solenoids of the above-mentioned solenoid valves, and a detection circuit 232, a control circuit 234, and an actuation circuit 236 are connected to a power source 238. The detection circuit 232 includes the above-described low speed position detection switch 138 and high speed position detection switch 140, and when each switch is closed, indicator lamps 240 and 242 provided on the instrument panel of the driver's seat (not shown) are lit. A detection switch 201 detects that the clutch device 2 is disconnected, a shift instruction switch 246 instructs the shift operation of the sub-transmission 94, and detects the shift position of the main transmission 96. 1st speed detection switch 22 which closes when 1st speed is selected.
A low speed detection mechanism 248 having a 2nd speed detection switch 224 that is closed when 4th and 2nd speeds are selected, a rotational speed detection mechanism 250 that generates a pulse according to the engine rotational speed by the engine ignition circuit, and a clutch device 2. A detection switch 200 is provided for detecting intermittent strokes. The operating circuit 236 includes the first to eighth solenoid valves 122, 130, 156, 162 to 168,
214 solenoid 126, 134, 158, 1
70 to 176,216. The control circuit 234 includes a stable power supply circuit 252 connected to a power supply 238 and operated in conjunction with an engine key switch (not shown), and a shift position detection mechanism 24.
A shift position detection circuit 254 detects the shift position of the auxiliary transmission 94 based on a signal from the low speed position detection switch 138 of No. 4, and a detection switch 201 of the clutch device 2.
a clutch disconnection detection circuit 256 connected to the main transmission 96, a low speed detection circuit 258 connected to the low speed detection mechanism 248 of the main transmission 96, a rotation speed detection circuit 260 connected to the rotation speed detection mechanism 250 to detect the engine rotation speed, and A clutch stroke detection circuit 262 is connected to a detection switch 200 for detecting an intermittent stroke of the clutch device 2 to detect a clutch stroke. Furthermore, control circuit 2
34 is solenoid 1 of the third solenoid valve 156
Clutch cutoff circuit 264 connected to 58, transmission circuit 266 of auxiliary transmission 94 connected to solenoids 126, 134 of first and second solenoid valves 122, 130, connected to solenoid 216 of eighth solenoid valve 214. Throttle valve control circuit 2
68, and fourth to seventh solenoid valves 162 to 16
The clutch connection circuit 270 is connected to the eight solenoids 170-176. Furthermore,
The control circuit 234 includes a reset circuit 272 that resets the operating state of the control circuit 234 to a predetermined state by the operation of the stable power supply circuit 252, and a shift signal generation circuit 274 that generates a shift signal mainly by the operation of the shift instruction switch 246. , a storage circuit 276 that stores a rotational speed signal from a rotational speed detection circuit 260 that detects the engine rotational speed, and a comparison circuit 278 that compares a signal from the storage circuit 279 with a signal from the rotational speed detection circuit 260. The comparison circuit 278 includes the rotational speed detection circuit 26
A speed change signal generation circuit 274 based on a constantly changing rotational speed signal of 0 and the operation of a speed change instruction switch 246.
The throttle valve control circuit 268 stores the current engine rotation speed N (rpm) as the memory rotation speed No.
(rpm) compared to N=1.1No, or N=1.5No,
Alternatively, it detects that N=2.0No, and transmits the comparison signal. Further, it detects that N=1.5No and transmits the comparison signal to the clutch connection circuit 270. In addition, the clutch cutoff circuit 264 and the solenoid 15
8, an interlocking switch 138' interlocking with the low-speed position detection switch 138, and an interlocking switch 140' interlocking with the high-speed position detection switch 140.
is provided. The speed change signal generation circuit 274 is connected to the sub-transmission 94.
A signal from a shift position detection circuit 254 that is activated based on the opening and closing of the low speed position detection switch 138 and high speed position detection switch 140 of the shift position detection mechanism 244, and a signal from a rotation speed detection circuit 260 that detects the rotation speed of the engine. It is actuated by a signal from the shift instruction switch 246 that instructs a shift operation, and a signal from a low speed detection circuit 258 that is activated when the first or second speed of the main transmission 96 is selected, and the clutch disconnection circuit 264 is activated. A cutoff signal, a speed change signal is transmitted to the speed change circuit 266, and a storage signal is transmitted to the storage circuit 276. Further, the speed change signal generation circuit 274 operates as follows. That is, by shifting the auxiliary transmission 94 from _high speed to low speed, at the same vehicle speed, the engine rotational speed becomes _{R 1 /} R ₂ rises. However, since the maximum allowable rotational speed of the engine is a predetermined value, for example, 6000 rpm, the rotational speed signal N detected by the rotational speed detection circuit 260 is as follows: N>N ₁ = (6000−N ₂ )×R ₂ /R ₁ , the shift operation of the sub-transmission 94 from high speed to low speed must be prevented. ( _N2 is the margin rotational speed and is set to, for example, 200 to 500.) Therefore, the shift signal generation circuit 274 detects the shift position of the sub-transmission 94 when the signal from the rotational speed detection circuit 260 is _NN1 . It is configured not to generate a shift signal when the shift position signal from circuit 254 is high speed. The control circuit 230 will be further explained.
The clutch cutoff circuit 264 is connected to the stable power supply circuit 252.
and a signal from the reset circuit 272 which is activated by a signal from the shift position detection circuit 254, or a clutch cutoff signal from the shift signal generation circuit 274. That is, by operating the reset circuit 272, when the engine is started, the solenoid 158 is kept de-energized, the clutch device 2 is connected, and the shift signal generating circuit 274 is turned off.
In response to the clutch cutoff signal, the solenoid 158 is energized to supply negative pressure to the negative pressure chamber 150 of the second servo mechanism 146, thereby operating the clutch device 2 in the cutoff state. The shift circuit 266 of the auxiliary transmission 94 is operated by the solenoid 126 by a reset circuit 272 operated by a signal from the shift position detection path 254 or in response to signals from the clutch disconnection detection circuit 256 and the shift signal generation circuit 274. It is operated to selectively energize or de-energize one of the solenoids 134. That is, the reset circuit 272 energizes the solenoid 126 when the shift position detection mechanism 244 of the auxiliary transmission 94 indicates that the low speed gear 36 is selected when the engine is started, and the first servo mechanism 114 is activated. By supplying negative pressure to the first negative pressure chamber 108, the first servo mechanism operates to hold the low speed gear 36, and when the high speed gear 38 is selected, the first servo mechanism operates to hold the low speed gear 36. It operates to hold the high speed gear 38. Further, the speed change circuit 266 is connected to the clutch disconnection detection circuit 2
56 detects a clutch disengaged state, and when the shift signal generation circuit 274 generates a shift signal,
By energizing one of the solenoid 126 and the solenoid 134 that is not energized and stopping the energization of the other, the gear held by the first servo mechanism 114 is shifted from one of the low speed gear 36 and the high speed gear 38 to the other. configured to operate. The clutch connection circuit 270 is configured such that the interlock switch 138' or the interlock switch 140' interposed between the clutch cutoff circuit 264 and the solenoid 158
In conjunction with the low-speed position detection switch 138 or the high-speed position detection switch 140, the sub-transmission 94 is opened and closed by the transmission circuit 266 when the shift operation is completed. 94 indicating the completion of the shift operation and the low speed gear 36 by the shift position detection circuit 254.
to the high-speed gear 38, or the high-speed gear 38
a shift direction signal indicating whether to shift from to low speed gear 36, and a signal from low speed detection circuit 258 indicating that main transmission 96 is held at 1st or 2nd speed;
Comparison circuit 2 that detects and compares engine rotation speed
78 signal and clutch stroke detection circuit 26
2, the solenoids 170 to 176 are selectively energized. The disconnection and connection operations of the clutch device 2 by the clutch disconnection circuit 264 and the clutch connection circuit 270 will be explained below with reference to FIG. In the clutch device 2, when the shift instruction switch 246 is closed, the shift signal generation circuit 274 generates a shift signal, and the shift signal causes the clutch cutoff circuit 2 to generate a shift signal.
64 is activated, and the clutch actuating device 14 is activated by the clutch disconnection signal Ao of the clutch disconnection circuit 264.
The clutch device 2 is cut off as shown by A by energizing the solenoid 158 of the third solenoid valve 156 constituting the clutch device 2 and operating the second servo mechanism 146. Next, when the detection switch 201 detects the disconnected state of the clutch device 2, the solenoid 126 of the first solenoid valve 122 or the solenoid 134 of the second solenoid valve 130 constituting the actuating device 100 of the sub-transmission 94 is selected. energization is controlled, and the first servo mechanism 114 performs a speed change operation. Further, the clutch device 2 is configured such that the completion of the gear shifting operation is performed by an interlocking switch 138 interlocked with the low speed position detection switch 138' or a high speed position detection switch 140.
A signal detected by the interlocking switch 140' interlocked with the interlocking switch 138' or 140' and indicating the completion of the gear shifting operation by opening or closing the interlocking switch 138' or 140', a shift direction signal from the shift position detection circuit 254, and a signal from the low speed detection circuit 258. and the signal of the comparison circuit 278,
The clutch connection circuit 270, which is activated by the signal from the clutch stroke detection circuit 262, connects the clutch according to the characteristics shown in FIG. That is, the clutch connection signal of the clutch connection circuit 270
The fourth passage 18 without a restriction by Bo
6, the solenoid 17 of the fourth solenoid valve 162
By energizing the clutch device 2, the first connecting operation B of the clutch device 2 is obtained, and the negative pressure in the negative pressure chamber 150 of the second servo mechanism 146 is partially communicated with the atmosphere. The initial portion of the two connection strokes is operated with play that does not substantially connect. Next, in the connection stroke of the clutch device 2,
The second connection operation C, which is a substantial connection operation in a half-clutch state, is performed when the main transmission 9 is engaged as shown in Table 1.
The solenoids 172 to 1 of the fifth to seventh solenoid valves 164 to 168
By selectively energizing one of 76, the fifth to seventh passages 188 having throttles 194 to 198 are
- 192, the negative pressure chamber 150 of the second servo mechanism 146 is opened to the atmosphere, and as shown in Table ₁ and _FIG. As shown, gradual connection operations are obtained. _C1 of the second connection operation C is selected when the shift position of the main transmission 96 is 3rd or 4th speed and the shift direction of the auxiliary transmission is from low speed to high speed. _C2 of the second connection operation C is performed when the shift position of the main transmission 96 is 3rd or 4th speed and the shift direction of the auxiliary transmission is from high speed to low speed, and when the shift position of the main transmission 96 is 2nd speed. speed and the sub-transmission direction is low →
Selected when the speed is high. Furthermore, C ₃ of the second connection operation C is connected to the main transmission 9
This is selected when the shift position of 6 is 2nd speed and the shift direction of the auxiliary transmission is from high speed to low speed, and when the shift position of main transmission 96 is 1st speed.

[Table] However, even if the shift position of the main transmission 96 is 3rd or 4th speed, the shift direction of the auxiliary transmission 94 is from the high speed gear 38 to the low speed gear 36 direction. When the shift signal is transmitted to the clutch coupling circuit 270, the signal from the shift position detection circuit 254 indicates that the high speed position detection switch 140 is in the closed state, and the engine rotational speed is the same as when the clutch device 2 is disconnected. When the comparison circuit 278 indicates that the comparison has increased to a predetermined value or more, that is, when the engine rotation speed N indicates N≧1.5No,
For the second connection operation C, _C1 is selected. Furthermore, even if the main transmission 96 is in the second gear position, the sub-transmission 94 is in the direction of the high-speed gear 38 → the low-speed gear 36, that is,
When the shift signal from the shift signal generation circuit 274 is transmitted to the clutch coupling circuit 270, the signal from the shift position detection circuit 254 indicates that the high-speed position detection switch 140 is in the closed state, and the engine rotational speed is at the clutch coupling circuit 270. The comparison circuit 2 detects that the increase has exceeded a predetermined value compared to when the device 2 was shut off.
78 indicates, that is, when the engine rotational speed N indicates N≧1.5No, _C2 is selected as the second connection operation C. Furthermore, after the second connection operation C of the connection stroke of the clutch device 2 is completed, the fourth passage 186 is opened again by the fourth solenoid valve 162 to quickly release the negative pressure in the negative pressure chamber 150. By opening to the atmosphere, the third connection operation D is obtained. The throttle valve control circuit 268 receives a clutch cutoff start signal from the clutch cutoff circuit 264, a signal from the shift position detection circuit 254, a comparison circuit 278 that compares the engine rotational speed, and a signal from the clutch stroke detection circuit 262. The solenoid 216 of the solenoid valve 214 is energized to close the throttle valve 204. First, when the shift position detection circuit 254 indicates a low speed position, that is, when the shift direction is from low speed to high speed, the clutch cutoff circuit 26 is activated as shown in FIG.
When the clutch cutoff signal Ao is transmitted to the clutch cutoff circuit 264, the throttle valve close signal Ao' is transmitted from the clutch cutoff circuit 264 to the throttle valve control circuit 268. The solenoid 216 of the solenoid valve 214 is energized, and the throttle valve actuating device 202
is operated to close the throttle valve 204. The closing operation is canceled by the clutch stroke detection circuit 262 at the end of the first connection operation B, and the energization of the solenoid 216 is stopped and the throttle valve 2 is closed.
04 is operated to open. Also, the signal from the comparison circuit 278 is N=1.1No,
If the signal exceeds N=1.5No or N=2.0No, the predetermined time T is determined according to each signal.
During this time, the throttle valve operating device 202 is operated to close the throttle valve 204. However, when the clutch stroke detection circuit 262 detects that the clutch device 2 is fully engaged, the throttle valve control circuit 268 is released. By the operation of the throttle valve control circuit 268, the engine rotational speed N changes as shown in FIG. 4B, for example, with respect to the rotational speed No corresponding to the throttle valve closing signal Ao'. In addition, the clutch device 2
After the connection is completed, the rotational speed decreases in accordance with the gear ratio of the high speed gear 38 and the low speed gear 36. Next, when the gear shift position detection circuit 254 indicates a high speed position, that is, the gear shift direction is from high speed to low speed, the clutch cutoff circuit 254 operates as shown in FIG.
When the clutch cutoff signal Ao is transmitted to the clutch cutoff circuit 264, the throttle valve close signal Ao' is transmitted from the clutch cutoff circuit 264 to the throttle valve control circuit 268. The solenoid 216 of the solenoid valve 214 is energized for the predetermined time T to close the throttle valve 204. Also, the signal N=1.1No, N by the comparison circuit 278
If the signal exceeds N = 1.5 No and N = 2.0 No, the throttle valve 204 is closed over the predetermined time T in the same manner as described above. The engine rotational speed due to the operation of the throttle valve control circuit 268 changes as shown in FIG.
The rotational speed increases in accordance with the gear ratio of the high-speed gear 38. As described above, according to this embodiment, the input shaft 30, which is provided coaxially with the crankshaft 4 of the engine, the subshaft 32, and the output shaft 34 are arranged parallel to each other,
The input shaft 30 and the countershaft 32 form a subtransmission 94 with two gears, and the countershaft 32 and the output shaft 34 form a main transmission 96 with four gears. A compact transmission is obtained by shortening the axial length, and since it essentially constitutes an eight-speed transmission, it has the effect of improving output and fuel efficiency from low speeds to high speeds. Further, according to this embodiment, since the operation of the sub-transmission 94 is automatically performed according to the driving conditions by the signal from the shift instruction switch 246, during normal driving, the operation of the sub-transmission 94 is performed only by the selection operation of the main transmission 96. This facilitates the operation of the main transmission 96. Further, according to the present embodiment, there are only two gear positions, high speed and low speed, of the sub-transmission 94, which are automatically operated.
Since the clutch actuating device 142 is a stage, the structure of the clutch actuating device 142 that operates the clutch device 2 intermittently is simple, and has a practical effect. Furthermore, the connection operation of the clutch actuating device 142 includes a first connection operation B in which the clutch is connected rapidly and a second connection operation C in which the clutch is connected at a slow speed. The second connection operation C that performs the connection operation becomes relatively gradual C ₁
Since it consists of three steps of operation from ~ _C3 , it has the effect of being less susceptible to excessive shock due to torque fluctuations, rotational speed fluctuations, etc. Further, in the second connection operation C, the main transmission 96 is
or 4th speed is selected, and when the shifting direction of the auxiliary transmission 94 is from high speed to low speed, the intermediate speed C ₂ is selected, but when the rotational speed of the engine is the same as that of the auxiliary transmission 94 If the temperature rises excessively during operation,
Since the faster second connecting operation _C1 is selected, the time in the half-clutch state does not become too long, which has the effect of improving drivability and durability of the clutch device 2. Similarly, when the main transmission 96 is set to 2nd speed and the sub-transmission 94 shifts from high speed to low speed, the second connection operation C selects _C3 , which is the slowest speed. When the rotational speed increases excessively, the faster second connection operation _C2 is selected. Furthermore, according to this embodiment, when the rotational speed of the engine exceeds a predetermined value, the auxiliary transmission 94 changes from high speed to high speed.
Since the shift operation to low speed is prevented, even if the engine speed increases due to the shift from high speed to low speed, the permissible engine speed will not be exceeded, effectively destroying the engine. It has the effect of preventing The pressure supply source in the above embodiment was formed by the pressure accumulation chamber 106 connected to the intake pipe 102 of the engine, but an appropriately configured pressure accumulation chamber connected to a negative pressure pump or a positive pressure pump driven by the engine may be used. Alternatively, the same effects as in the above embodiment can be obtained even if a nitrogen pressure chamber is used which is connected to the lubricating oil supply pump of the engine. Furthermore, the clutch connection circuit 270 is connected to the solenoids 180 to 184 of the fifth to seventh solenoid valves 164 to 168, which perform the second connection operations C ₁ to _{C 3} . Although the types of second connection operations C ₁ to C ₃ have been selected and operated, settings may be made to perform two or four types of second connection operations.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram showing an embodiment of the present invention;
FIG. 2 is a schematic explanatory diagram of a control device according to an embodiment;
FIG. 3 is an operational characteristic diagram of a clutch actuating device according to one embodiment, and FIGS. 4 and 5 are operational characteristic diagrams of a throttle valve actuating device. 2: Clutch device, 4: Crankshaft, 6: Transmission, 30: Input shaft, 32: Subshaft, 34: Output shaft,
36: Low speed gear, 38: High speed gear, 50-56:
Subshaft gear, 60 to 66: Output shaft gear, 94: Subtransmission, 96: Main transmission, 100: Actuation device, 11
4: first servo mechanism, 122: first solenoid valve, 126: solenoid, 130: second solenoid valve, 134: solenoid, 142: clutch actuator, 146: second servo mechanism, 156: third
Solenoid valve, 158: Solenoid, 162-1
68: 4th to 7th solenoid valves, 170 to 17
6: Solenoid, 202: Throttle valve operating device, 214: Eighth solenoid valve, 216: Solenoid, 230: Control device, 244: Shift position detection mechanism, 246: Shift instruction switch, 248: Low speed detection mechanism, 250: Rotational speed Detection mechanism, 274:
Speed change signal generation circuit, 278: Comparison circuit.

Claims (1)

[Claims] 1. A main transmission connected to the output shaft of the engine via a mechanical intermittent clutch and having a plurality of gears arranged in series on the power transmission system, and two high-speed and low-speed gears. A transmission consisting of an auxiliary transmission having gears, a first servo mechanism that responds to the pressure of a pressure source driven and supplied to the engine, and a first servo mechanism connected to the first servo mechanism to select and operate the gear of the auxiliary transmission. a second servo mechanism responsive to the pressure of the pressure supply source;
A clutch actuating device that intermittently operates the intermittent clutch by the second servo mechanism, a rotational speed detection mechanism that detects the rotational speed of the engine, a gearshift position detection mechanism that detects the gearshift position of the auxiliary transmission, and is manually operated. and a shift instruction switch for instructing a shift of the sub-transmission.
As a result of the operation of the control device, (i) the second servo mechanism operates to disconnect the intermittent clutch, (ii) the first servo mechanism selects and operates the auxiliary gear, and (iii) the second servo mechanism operates the The intermittent clutch is connected and actuated, and is further configured to prevent a shift operation of the sub-transmission from high speed to low speed when the engine speed is above a predetermined value, regardless of switching of the shift instruction switch. Transmission operating device.