JPS6323417B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a main transmission connected to an engine,
The present invention relates to a control device for a vehicle transmission equipped with an auxiliary transmission, which is connected in series with the auxiliary transmission having a two-stage high-low transmission system.

The applicant of this application previously filed a patent application for this type of device in 1982.
According to No. 176507, a hydraulic clutch is intervened in the high-speed transmission system of an auxiliary transmission, and a one-way clutch that allows over-rotation on the output side is intervened in the low-speed transmission system, and when the hydraulic clutch is released, the low-speed transmission system and the hydraulic The high-speed transmission system is established when the clutch is connected, and an oil passage is provided to connect the hydraulic clutch to a hydraulic power source, and the oil passage is configured to be able to be switched between an oil supply position and an oil drain position. An electromagnetic switching valve is provided, and a signal indicating the refueling position of the switching valve or a signal indicating the oil draining position of the switching valve is input, and the throttle opening of the engine is below a predetermined opening. When a signal indicating that the throttle opening is below the predetermined opening is input, even when a signal indicating the oil drain position of the switching valve is input. We have proposed a high-speed transmission system holding device that causes the electromagnetic circuit of the switching valve to output a signal indicating the refueling position of the switching valve.

Even if you try to apply engine braking by releasing the accelerator pedal, if a low-speed transmission system is established, the one-way clutch will allow over-rotation on the output side and engine braking will not work, so the throttle opening will not be effective. This system confirms the driver's intention to apply engine braking by reducing the opening below a predetermined opening, and forcibly establishes a high-speed transmission system to apply engine braking even when driving with a low-speed transmission system. It is. In particular, when the accelerator pedal is released while the vehicle is in a high speed range, engine braking can be applied in the high speed range to decelerate the vehicle, and the vehicle can also decelerate to a low speed and establish a low-speed transmission system. Since the high-speed transmission system is continuously established even when the vehicle is moving, it is possible to continue decelerating the vehicle without having to change gears. However, with this device, when the main transmission is set to high gear and the auxiliary transmission is running at a relatively low speed due to the low-speed transmission system, the auxiliary transmission shifts to the low-speed transmission system due to the operation of the high-speed transmission system holding device. If the transmission system is switched from a high-speed transmission system to a high-speed transmission system, there is an inconvenience that surging is likely to occur due to a decrease in engine speed.

The object of the present invention is to provide an improved device of the above-mentioned proposal that eliminates such disadvantages. The present invention is characterized in that it is provided with a release device that is activated to release the operation of the high-speed transmission system holding device when the speed is below. Next, the present invention will be explained with reference to the illustrated embodiments.

Referring to FIG. 1, 1 is an engine, 2 is a transmission clutch, 3 is a main transmission connected to the engine 1 via the transmission clutch 2, and 4 is a sub-transmission connected in series to the main transmission 3. The vehicle transmission as a whole is shown as a transmission in which power from the engine 1 is transmitted to the drive wheels 6 of the vehicle via the main and sub transmissions 3 and 4 and the differential gear 5.

The main transmission 3 has a forward gear train G1 of 1st to 4th speeds as a speed change gear mechanism between an input shaft 3a connected to the speed change clutch 2 and an output shaft 3b connected to the differential gear 5. G2, G3, G4 and reverse gear train GR
First and second switching clutches 8, 9 for 1st-2nd speed shifting, 3rd-4th speed shifting, and reverse clutches are provided, which are interlocked with the change lever 7 in the passenger compartment shown in FIG. It consists of a manual transmission with four forward speeds and one reverse speed that is selectively established by the switching operation of the idle shift gear 10, and a transmission system with two high and low stages is installed on the input side or output side of the transmission gear mechanism. G.H.
The sub-transmission 4 equipped with a GL is connected to increase the number of gears.

To explain this in more detail, in the illustrated example, the sleeve shaft 1 on the input side of the transmission gear mechanism is connected to the input shaft 3a.
1, and the sleeve shaft 11 and the input shaft 3a
and a hydraulic clutch 12 in the high-speed transmission system GH, and a one-way clutch 13 that allows over-rotation on the output side in the low-speed transmission system GL, The low-speed transmission system GL is established when the hydraulic clutch 12 is released, and the high-speed transmission system GH is established when the hydraulic clutch 12 is connected.More specifically, the input shaft 3a is moved rearward. The hydraulic clutch 12 extends and connects the sleeve shaft 11 and the input shaft 3a in a freely disconnectable and disconnectable manner. A fixed fixed gear 14 is disposed, and both gears 11a,
14, which pivotally supports an idle gear mechanism 15 that connects the
The one-way clutch 13 that allows over-rotation on the output side, that is, the interlocking gear 11a side, is intervened in the idle gear mechanism 15 to provide a high-speed transmission system from the input shaft 3a to the sleeve shaft 11 via the hydraulic clutch 12. GH and the fixed gear 1 from the input shaft 3a.
4→idle gear mechanism 15→interlocking gear 11a constitutes a low-speed transmission system GL leading to the sleeve shaft 11, and when the high-speed transmission system GH is established by connecting the hydraulic clutch 12, the one-way The actuation of the clutch 13 stops power transmission through the low-speed transmission system GL.

In the illustrated example, the 1st gear train GI and the reverse gear train GR are directly connected to the input shaft 3a, and the 2nd to 4th speed gear trains G2, G3, and G4 are connected to the sleeve shaft 11 and are connected to the auxiliary gear. Gear trains G1 and GR for 1st speed and reverse are also connected to the sleeve shaft 11. Of course, it is also possible to change the speed by eight forward speeds and two reverse speeds.

As shown in FIG. 2, the hydraulic clutch 12 is connected or disconnected by a switching valve 18 interposed in an oil passage that regulates pressure oil from a hydraulic pump 16 with a regulator valve 17 and guides the hydraulic clutch 12. That is, the switching valve 18 can be freely switched between a refueling position where oil is supplied to the hydraulic clutch 12 and an oil drain position where oil is drained from the hydraulic clutch 12, and when the switching valve 18 is switched to the refueling position, the hydraulic clutch 12 is connected. This is released by switching to the oil drain position.

The changeover valve 18 may be constructed in such a manner that a change lever for an auxiliary transmission is provided in the passenger compartment and is linked to this change lever, but in the illustrated example, the load on the engine 1 and the running state of the vehicle are controlled by the throttle opening of the engine 1. The switching valve 18 is configured as follows to automatically control the switching valve 18 based on the speed, vehicle speed, and gear position.

That is, the throttle opening signal shows a voltage change as shown in the third diagram according to the throttle opening of the engine 1.
A throttle opening detector 19 that generates a signal E ₁ , a vehicle speed detector 20 that generates a vehicle speed signal E ₂ that shows a voltage change as shown in the fourth figure according to the vehicle speed, and a sub-transmission 4 in conjunction with the change lever 7 . A gear position detector 21 is provided which generates a gear position signal _E3 indicating a stepwise voltage change as shown in the fifth figure corresponding to each gear position from 2nd to 4th speed connected to the throttle opening signal.
E ₁ and the gear position signal E ₃ are added in the arithmetic circuit ₂₂ to generate a composite signal E ₄ as shown in _FIG . A logic signal of "1" or "0" is generated by determining whether or not the voltage of the signal _E4 is higher than the voltage of the composite signal _E4 . When a logic signal of "1" is generated and a logic signal of "1" is input to the electromagnetic circuit 18a of the switching valve 18, the switching valve 18 is switched to the refueling position and the hydraulic clutch 12 is connected. As shown in Figure 7, a predetermined characteristic line is established for each gear stage.
A high-speed transmission system GH is established in the high-speed region according to X ₂ , X ₃ , and X ₄ .

In the illustrated example, the comparator circuit 23 is configured to have hysteresis characteristics, and is used in a high-speed transmission system.
The downshift from the GH to the low-speed transmission system GL was performed at a slightly lower speed than the above characteristic lines X ₂ , X ₃ , and X ₄ .

Here, when the throttle opening of the engine 1 is below the predetermined opening θ ₀ , the high-speed transmission system holding device 2
4 holds the hydraulic clutch 12 in the connected state.To explain this in detail, in the figure, the holding device 24 inputs the throttle opening signal _E1 to ensure that the throttle opening is below a predetermined opening. The first discriminator circuit 25 includes a first discriminator circuit 25 for discriminating whether or not a
is "0" when the throttle opening is less than the predetermined opening θ ₀
logic signal and “1” when this is greater than the predetermined opening degree.
The logic signal was input to the NAND gate 26, and the logic signal from the comparison circuit 23 was input to the NAND gate 26 via an inverter 27. According to this, when the throttle opening of the engine 1 is equal to or greater than the predetermined opening θ ₀ , a logic signal of "1" is input from the discrimination circuit 25 to the NAND gate 26,
In this case, the logic signal generated from the comparison circuit 23 and the logic signal input to the electromagnetic circuit 18a on the output side of the gate 26 match, and the hydraulic clutch 12 is controlled to engage and disengage according to the above characteristics. However, when the throttle opening of the engine 1 becomes less than the predetermined opening θ ₀ and a logic signal of "0" is input to the gate 26 from the discrimination circuit 25, in this case, the logic signal "0" is generated from the comparison circuit 23. Regardless of the logic signal, a logic signal of "1" is always input to the electromagnetic circuit 18a, and the hydraulic clutch 12 is held in the connected state, and the high speed is maintained in the region below the Y line in FIG. Transmission system
GH is established.

Although the above is not particularly different from the above-mentioned proposal, according to the present invention, the gear stage of the main transmission 3 is set to a high gear stage, for example, the 4th gear stage, and the vehicle speed is set to a predetermined speed V ₀
The high speed transmission system holding device 2 operates when:
A release device 28 is provided for releasing the operation of the gear shift gear E3.To explain this in detail, in the one shown in the figure, the release device 28 determines from the gear shift signal _E3 whether or not the shift gear is in the fourth gear. a second discrimination circuit 29 that discriminates and generates a logic signal of "1" when the gear is in the fourth gear;
a third determination circuit 30 that determines whether the vehicle speed is below a predetermined speed V ₀ from the vehicle speed signal E ₂ and generates a logic signal of “1” when the vehicle speed is below the predetermined speed V ₀ ;
The first discrimination circuit 25 and the NAND gate 26
An OR gate 31 is provided on the signal line between the OR gate 31 and the signals from the second and third discrimination circuits 29 and 30 are inputted to the OR gate 31 via an AND gate 32.

According to this, the 4th gear and the predetermined speed
When the vehicle is running at V ₀ or lower, logic signals of "1" are generated from both the second and third discrimination circuits 29 and 30, and the logic signals of "1" are generated via the AND gate 32 and the OR gate 3.
1, and when the throttle opening becomes less than the predetermined opening θ ₀ , the first discrimination circuit 25
Even if a logic signal of “0” is generated from
A logic signal of "1" is always input to the NAND gate 26 via the OR gate 31, and a signal corresponding to the logic signal generated from the comparison circuit 23 is sent to the electromagnetic circuit 18 via the NAND gate 26.
a is entered, and the operation of the high-speed transmission system holding device 24 is released. Thus, when driving in the 4th gear, even if the throttle opening becomes less than the predetermined opening θ ₀ , as long as the vehicle speed is less than the predetermined speed V ₀ , that is, in the region on the lower speed side of the Z line in FIG. The operation of the high-speed transmission system holding device 24 is released, and the low-speed transmission system
Switching from GL to high-speed transmission system GH is not performed,
Therefore, if the predetermined speed V ₀ is set to the upper limit vehicle speed at which surging is expected to occur due to a decrease in engine speed due to this switching, surging can be prevented from occurring.

In the above embodiment, the release device 28 is configured to prevent the occurrence of surging when traveling in the 4th gear, but even when traveling in the 3rd gear, the reduction ratio is relatively small. If there is a concern that similar surging may occur, the release device 28 may be configured so that the operation of the high-speed transmission system holding device 24 is released when the vehicle speed is below a certain predetermined speed even in the third gear.

As described above, according to the present invention, when the main transmission is set to a high gear and the vehicle speed is below a predetermined speed, the release device releases the operation of the high-speed transmission system holding device, and the throttle opening is adjusted to the predetermined opening. Even if it is decreased below, switching from the low-speed transmission system of the sub-transmission to the high-speed transmission system is not performed, which has the effect of effectively preventing the occurrence of surging.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing an example of a vehicle transmission to which the present invention is applied, FIG. 2 is a diagram showing a control circuit for a hydraulic clutch that intervenes in the high-speed transmission system of the sub-transmission, and FIG.
Figures 5 through 5 are signal characteristic diagrams of the throttle opening degree detector, vehicle speed detector, and gear stage detector provided in the control circuit, and Figure 6 is a characteristic diagram of the composite signal output from the arithmetic circuit provided in the control circuit. , FIG. 7 is a diagram showing the operating characteristics of the hydraulic clutch. 1...Engine, 3...Main transmission, 4...Sub-transmission, GH...High speed transmission system, GL...Low speed transmission system,
12... Hydraulic clutch, 13... One-way clutch, 24... High speed transmission system holding device, 28... Release device.

Claims (1)

[Claims] 1 A vehicular transmission consisting of a main transmission connected to an engine, and an auxiliary transmission equipped with a two-stage high-speed transmission system connected in series to the main transmission, the auxiliary transmission having a high-speed transmission system equipped with a hydraulic clutch. and a one-way clutch that allows over-rotation on the output side in the low-speed transmission system, so that the low-speed transmission system is established when the hydraulic clutch is released, and the high-speed transmission system is established when the hydraulic clutch is connected. , an oil passage connecting the hydraulic clutch to a hydraulic power source is provided, an electromagnetic switching valve that can be freely switched between an oil supply position and an oil drain position is provided in the oil passage, and the oil supply position of the switching valve is indicated. A signal or a signal indicating the oil drain position of the switching valve is input, and a signal indicating whether the throttle opening of the engine is below a predetermined opening is input, and the throttle opening is below the predetermined opening. When a signal indicating that the switching valve is present is input, a signal indicating the oil supply position of the switching valve is output to the electromagnetic circuit of the switching valve even when a signal indicating the oil drain position of the switching valve is input. The vehicle is equipped with a high-speed transmission system holding device, which is equipped with a release device that operates to release the holding device when the gear of the main transmission is set to a high speed and the vehicle speed is below a predetermined speed. A control device for a transmission for a vehicle with an auxiliary transmission.