JPS584226B2 - Sub-transmission switching device for manual transmission with sub-transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an auxiliary transmission switching device for a manual transmission with an auxiliary transmission. This relates to an auxiliary transmission switching device that automatically performs shift changes.

A vehicle that has a two-speed auxiliary transmission in addition to a manual gear transmission, and is configured so that the auxiliary transmission can perform shift changes independently of the gear transmission, that is, the main transmission. A manual transmission with an auxiliary transmission is known.

When the main transmission has 4 forward speeds, this manual transmission with an auxiliary transmission has 2 x 4 speeds, that is, 8 speeds, and can perform fine gear changes, allowing each shift of the main transmission and the auxiliary transmission. If the change is made appropriately according to the operating condition of the engine by manual operation by the driver, the engine will exhibit excellent fuel economy or power performance.

In the case of a vehicle equipped with such a manual transmission with an auxiliary transmission, a shift lever for shifting the main transmission and a shift lever for shifting the auxiliary transmission are provided. In order to effectively utilize the transmission, the driver must operate the two shift levers, so in vehicles equipped with such a manual transmission with an auxiliary transmission, the driver must operate the two shift levers when changing gears. In reality, it is difficult to shift the auxiliary transmission so that the engine is operated in the optimum operating condition from the viewpoint of fuel economy and power performance, depending on the skill of the driver, and it requires considerable skill. Requires degree.

In view of the above-mentioned problems with manual transmissions with auxiliary transmissions, an object of the present invention is to provide an auxiliary transmission switching device configured to automatically perform shift changes of the auxiliary transmission. In particular, the present invention provides a subtransmission system configured to detect a value representative of the throttle opening degree and a value representative of the vehicle speed, and make appropriate judgments accordingly to automatically upshift or downshift the subtransmission. The purpose of the present invention is to provide a transmission switching device.

According to the present invention, this purpose is to provide an actuator for switching the sub-transmission, a shift position sensor for detecting the gear position of the main transmission and generating a shift position signal, and a representative throttle opening for the intake system of the engine. a throttle sensor that detects a value representative of vehicle speed and generates a throttle signal; a vehicle speed sensor that detects a value representative of vehicle speed and generates a vehicle speed signal;
a storage device that stores the relationship between throttle opening and vehicle speed for each gear stage of the main transmission for optimal operation and provides a target value from one to the other; and either the throttle signal or the vehicle speed signal and the shift position. a comparison device that compares the target value read from the storage device with the other signal using the signal as an input signal, and selectively outputs a command for upshifting or downshifting the auxiliary transmission to the actuator. This is achieved by an auxiliary transmission switching device of a manual transmission with an auxiliary transmission such as the one shown in FIG.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 attached herewith is a diagram showing one embodiment of the sub-transmission switching device according to the present invention.

In the figure, reference numeral 10 indicates an engine, and the rotational force taken out from the crankshaft of this engine 10 is transmitted to an auxiliary transmission 12 via a mechanical clutch device 11, and from there to a main transmission. 13, this main transmission 13
The power is transmitted from the output shaft of the vehicle to the axle of the vehicle, which is not shown in the figure.

The auxiliary transmission 12 may itself be constituted by a well-known gear type two-speed transmission, and the main transmission 13 may be configured to perform four-speed shifting using gears, for example.
If the auxiliary transmission 12 is configured to be switched at each gear of the main transmission 13, the vehicle will have eight gears.

The auxiliary transmission switching device includes a shift position sensor 20, a throttle sensor 21, and a vehicle speed sensor 22.

The shift position sensor 20 detects the gear position of the main transmission 13 and generates an electrical shift position signal.

The throttle sensor 21 detects a value representative of the throttle opening of the engine's intake system, such as the throttle valve opening or intake pipe negative pressure, and generates an electrical throttle signal accordingly.

The vehicle speed sensor 22 detects the rotational speed of the output shaft of the main transmission 13, and generates an electrical vehicle speed signal accordingly.

In this case, the vehicle speed signal is a voltage signal Vs proportional to the vehicle speed, as shown in the graph of FIG.

Further, the sub-transmission switching device includes a storage device 23 such as a read-only memory, and this storage device 23 includes an upshift storage device 24 and a downshift storage device 25.

The upshift storage device 24 stores the upper limit target value of the optimal vehicle speed corresponding to each throttle opening, and the downshift storage device 25 stores the optimal vehicle speed corresponding to each throttle opening, similar to the upshift storage device 24. A lower limit target value of is stored for each gear stage of the main transmission 13.

FIG. 3 shows an example of the upper limit target value of the optimum vehicle speed for each gear position, and FIG. 4 shows an example of the lower limit target value of the optimum vehicle speed for each gear position.

The upshift storage device 24 and the downshift storage device 25 are each given a shift position signal generated by the shift position sensor 20 and a throttle signal generated by the throttle sensor 21. The voltage signal VU corresponding to the upper limit target value selected based on the shift position signal and the throttle opening is sent to the negative terminal of the upshift command comparator 26, and the downshift storage device 25 also sends the shift position signal VU to the negative terminal of the upshift command comparator 26. A voltage signal VD corresponding to the lower limit target value selected based on the throttle opening and the throttle opening is output to the positive terminal of the downshift command comparator 27.

The positive terminal of the upshift command comparator 26 and the negative terminal of the downshift command comparator 27 are given the vehicle speed signal Vs generated by the vehicle speed sensor 22, and the upshift command comparator 26 has its positive terminal. When the voltage at the positive terminal is higher than the voltage at the negative terminal, a "1" signal is output, whereas when the voltage at the positive terminal is lower than the voltage at the negative terminal, a "0" signal is output.

That is, in this case, when the voltage signal Vs representing the actual vehicle speed is thicker than the voltage signal VU representing the upper limit of the optimum vehicle speed, the value is "1".
It is designed to output a signal.

The downshift command comparator 27 outputs a "1" signal when the voltage at its negative terminal is lower than the voltage at its positive terminal, and outputs a "0" signal when the voltage at its negative terminal is higher than the voltage at its positive terminal. It is designed to output a signal.

That is, this comparator 27 receives a voltage signal Vs representing the actual vehicle speed.
When the voltage signal VD is smaller than the voltage signal VD representing the lower limit target value of the optimum vehicle speed, a "1" signal is output.

The output signal of the upshift command comparator 26 is input to one input terminal of an inhibit AND gate 28, and the output signal of the downshift command comparator 27 is input to one input terminal of an AND gate 29.

The inhibit AND gate 28 and the AND gate 2
The output signals of each of the 9 are input to an OR gate 30, and the output signal of the OR gate 30 is input to an input terminal of an inverting circuit 31.

The inverting circuit 31 is constituted by, for example, a trigger flip-flop circuit, and inverts from a set state to a reset state or from a reset state to a set state every time a "1" signal is input to its input terminal.

That is, each time the inverting circuit 31 receives a "1" signal, the output signal is inverted to "0" when it is "1", and to "1" when it is "0".

The output signal of the inverting circuit 31 is input to the amplifier 32, where it is amplified and then input to the sub-transmission switching actuator 33.

The auxiliary transmission switching actuator 33 is constituted by, for example, a solenoid device, and when a "1" signal is input, in other words, when energized, the auxiliary transmission switching actuator 33 shifts the auxiliary transmission 12 to a high gear.
On the other hand, when a "0" signal is input, that is, when the power is not energized, the auxiliary transmission 12 is switched to a low gear.

The output signal of the inverting circuit 31 is inputted to the inhibit input terminal of the inhibit AND gate 28 and the other input terminal of the AND gate 29 via a delay circuit 34, respectively.

The delay circuit 34 is configured to provide a time delay corresponding to the time delay from when the output signal of the inverting circuit 31 is switched until the sub-transmission 12 is actually shifted.

Next, referring to FIG. 5, the operation of the sub-transmission switching device constructed as described above will be explained.

In Fig. 5, the solid lines indicate the upshift timing of the auxiliary gear in each gear of the main transmission, the broken lines also indicate the downshift timing, and S1 to S3 indicate the timing of the downshift of each gear of the main transmission. This indicates when the operator upshifted the gear position of the main transmission.

While the vehicle is being driven, the main transmission 13 is currently in the first gear, the auxiliary transmission 12 is in the low gear, and the throttle opening is relatively small θ1, and the point P1 in FIG. Assume that the engine is being operated at

At this time, according to the shift position of the main transmission 13 and the throttle opening of the engine intake system, the upshift memory device 24 sends a voltage signal VU representing the upper limit target value to the upshift command comparator 26, and also to the downshift memory. The device 25 outputs a voltage signal VD representing the lower limit target value to the downshift command comparator 27, respectively.

At this time, the voltage signal Vs of the voltage corresponding to the actual vehicle speed given from the vehicle speed sensor 22 to the upshift command comparator 26 and the downshift command comparator 27 is a voltage signal VU representing the upper limit target value and the lower limit target value. , VD, the upshift command comparator 26 outputs a "0" signal, and the downshift command comparator 27 outputs a "1" signal.

At this time, the sub-transmission 12 is in the low speed stage and the inverting circuit 31 is outputting a "0" signal, so the downshift command comparator 27 sends a "1" signal to one input terminal of the AND gate 29. Even if the output is output, the “0” signal is input to the other input terminal of the AND gate 29, so this AN
The D gate 29 maintains the state in which it outputs "0".

Therefore, switching of the sub-transmission is not performed.

When the vehicle speed increases from point P1 to the value shown at point P2 with the throttle opening being the same, the voltage signal Vs output by the vehicle speed sensor 22 corresponds to the upper limit target value of the optimal vehicle speed output by the upshift storage device 24. Since it becomes larger than the voltage signal VU, the upshift command comparator 26 outputs a "1" signal to one input terminal of the inhibit AND gate 28.

At this time, since the "0" signal is input to the inhibit input terminal of the inhibit AND gate 28, the inhibit AND gate 28 outputs "1" to the OR gate 30.
``It will start outputting a signal.

As a result, the OR gate 30 transfers the "1" signal to the inverting circuit 31.
will be output to .

In this way, when a "1" signal is input to the inverting circuit 31, the inverting circuit 31 outputs a "1" signal to the amplifier 32, so that the sub-transmission switching actuator 33 is energized. .

This causes the actuator 33 to switch the auxiliary transmission 12 from a low gear to a high gear.

When the auxiliary transmission 12 is switched from a low gear to a high gear in this way, the reduction ratio is thereby reduced, so that the engine is operated at a lower rotational speed than before the shift of the auxiliary transmission. As a result, the engine operates more economically than before the shift change.

When the vehicle speed reaches the vehicle speed indicated at point P3 and the driver upshifts the main transmission 13 from the first gear to the second gear, at the same time, the upshift memory device 24 and the downshift memory device 25 each shift to the second gear. Voltage signals VU and VD corresponding to the upper limit target value and lower limit target value of the optimum vehicle speed in second gear are output to the upshift command comparator 26 and the downshift command comparator 27, respectively.

Then, the voltage signal Vs of the voltage corresponding to the actual vehicle speed given from the vehicle speed sensor 22 to the comparator 26 for upshift command and the comparator 27 for downshift command becomes the voltage signal VU of the voltage corresponding to the upper limit target value and the lower limit target value. The upshift command comparator 26 outputs a "0" signal, and the downshift command comparator 27 outputs a "1" signal.

The “1” signal of this downshift command comparator 27 is AN
It is input to one input terminal of the D gate 29.

At this time, since the sub-transmission 12 has been shifted to a high speed gear, a "1" signal is input to the other input terminal of the AND gate 29, and therefore, this AND gate 29 receives a "1" signal. It comes to be output to the OR gate 30.

As a result, the OR gate 30 again outputs a "1" signal to the inverting circuit.

Thus, when the "1" signal is input again to the inverting circuit 31, the inverting circuit 31 outputs a "0" signal to the amplifier 32, and therefore the energization of the sub-transmission switching actuator 33 is stopped. It becomes like this.

This causes the actuator 33 to switch the sub-transmission 12 from the high gear to the low gear.

Thereafter, in this manner, the sub-transmission 12 is automatically switched based on a predetermined target value for each gear stage.

When the throttle opening is relatively large θ2, even if the vehicle speed increases from point P1' to point P2', the main transmission 13 is not upshifted from first gear to second gear during that time. However, at point P2', the vehicle speed at that time is smaller than the upper limit target value of the optimal vehicle speed in either the first gear or the second gear, so the sub-transmission 12 is shifted. First, the gear is maintained in the low gear position.

As described above, the present invention analyzes the relationship between the throttle opening and the engine rotational speed, which are determined by the switching settings of the main transmission, which is manually switched by the driver, from the viewpoint of fuel economy and power performance. Compare the ideal relationship between throttle opening and engine rotation speed for optimum engine operation, and adjust the sub-transmission to keep the relationship between throttle opening and engine rotation speed close to the ideal relationship. Automatic switching control is performed to bring fuel economy and power performance closer to a desirable state over the entire operating period of the vehicle.

As described above, according to the present invention, since the auxiliary transmission is automatically shifted for each gear according to the target value stored in the storage device, the driver only needs to change the shift of the main transmission. By appropriately setting the target value to be stored in the storage device, fuel economy and power performance can be improved.

Although the present invention has been described in detail with respect to specific embodiments above, it will be appreciated by those skilled in the art that the present invention is not limited thereto, and that various embodiments are possible within the scope of the present invention. It should be obvious.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an auxiliary transmission switching device of the present invention;
Fig. 2 is a graph showing the relationship between the voltage signal output by the vehicle speed sensor and the vehicle speed, and Fig. 3 is a graph showing the relationship between the voltage signal output by the upshift storage device and the throttle opening.
Fig. 4 is a graph showing the relationship between the voltage signal output by the downshift memory device and the throttle opening, and Fig. 5 is a graph showing the relationship between the vehicle speed and the throttle opening when switching between the main transmission and the sub-transmission. It is a graph showing the timing. 10... Engine, 11... Mechanical clutch device, 12... Sub-transmission, 13...
...Main transmission, 20...Shift position sensor, 21...Throttle sensor, 22...
...Vehicle speed sensor, 23...Storage device, 24.
...Upshift storage device, 25...
Downshift storage device, 26... comparator for upshift command, 27... comparator for downshift command, 28... inhibit AND gate,
29...AND gate, 30...OR
Gate, 31... Inversion circuit, 32...
Amplifier, 33...Sub-transmission switching actuator, 34...Delay circuit.

Claims (1)

[Claims] 1 An actuator that switches the auxiliary transmission, a shift position sensor that detects the gear position of the main transmission and generates a shift position signal, and a value representative of the throttle opening of the engine intake system that generates a throttle signal. A throttle sensor that detects a value representative of vehicle speed and generates a vehicle speed signal, and a vehicle speed sensor that stores the relationship between throttle opening and vehicle speed for optimal driving for each gear of the main transmission. A storage device that provides the other target value is used as an input signal, and either the throttle signal or the vehicle speed signal and the shift position signal are used as input signals to compare the target value read from the storage device and the other signal, and the second signal is sent to the actuator. 1. An auxiliary transmission switching device for a manual transmission with an auxiliary transmission, comprising a comparison device that selectively outputs an upshift or downshift command for the transmission.