JPS637968B2 - - Google Patents

Description

[Detailed description of the invention]

In this invention, when changing the gear ratio of a transmission using a change lever in order to change the running speed of an automobile, the clutch is first disengaged by foot pedal motion, and then the change lever is operated to select the desired value. The vehicle operating operation of changing the gear ratio to the speed position and reconnecting the clutch is achieved by incorporating a two-way sliding shaft into the gear ratio change mechanism and using the sliding shaft in the vehicle to detect the opening/closing degree of the accelerator. Automatic conversion of a vehicle speed conversion mechanism that automatically switches the gear ratio by sliding the electric signal detected and emitted by a device, etc., and allows the desired speed to be controlled automatically by electric signals as well as manually. It is related to the device. When driving a car, converting the driving speed is one of the most important control operations, and therefore, after acquiring advanced driving skills in order to obtain driving qualifications, drivers must first learn advanced driving skills before actually driving a car. Usually, a car constantly monitors the surrounding driving conditions and operates the change lever depending on the situation in order to obtain an advantageous driving situation, relying on the feeling of the hand operating it. However, switching the change lever always involves disconnecting and connecting the clutch before and after, which causes severe driver fatigue.
Disadvantages include the fact that the clutch plate wears out quickly for those who are inexperienced in clutch operation, requires special skill to start off on the slopes, and is prone to engine stop accidents when starting or stopping suddenly. There was a problem. Therefore, the inventors of the present invention applied for patent application No. 57-185490.
185491 and 58-72008, in addition to foot operation for disconnecting and connecting the clutch, a separate fluid pressure mechanism was installed on the car body.
When the driver operates an electric switch installed within the operator's reach of an electrically operated component such as a solenoid valve incorporated in the fluid pressure mechanism, the electrical component is activated and fluid pressure is activated, and the fluid pressure engages the clutch. We have already proposed a device that automatically disconnects and connects. In addition to automatically disconnecting and connecting the clutch, this invention also provides a gear ratio changeover for the transmission so that it can be operated electrically as well as manually using the change lever. The change lever is connected to a sliding shaft that slides in conjunction with the tilting of the change lever in the front-rear direction, a sliding shaft that slides in conjunction with the tilting of the change lever in the left-right direction, and a universal joint connected to each sliding shaft. These sliding shafts are connected to the shift lever and select lever for changing gear ratios in the transmission through the terminals, respectively, and these sliding shafts are connected to the change lever and the shift lever by driving the sliding shafts in the forward and reverse directions. The lever and select lever are each connected to a prime mover that switches to a predetermined gear shift position, and these prime movers are connected to a travel speed detector and an accelerator pedal that are attached to the transmission and detect the vehicle's travel speed from its rotation speed. It is characterized in that it is connected to a control means that outputs a signal for gear ratio switching based on a detection signal from an accelerator opening/closing degree detector which interlocks with the accelerator opening/closing degree to detect the opening/closing degree of the accelerator from the amount of depression. Not only has the driver's fatigue level been reduced because the number of times the driver has to manually operate the change lever has been drastically reduced, but the gear ratio changes sent by each detector are automatically performed under the optimal conditions for driving, which reduces fuel consumption. This resulted in less wasteful consumption and an economically superior device. Next, the present invention will be explained in detail with reference to the embodiments shown in the attached drawings. Fig. 1 shows the general structure of the present invention implemented in large vehicles such as trucks and buses. An accelerator opening/closing degree detector (switches S2, S3, S
4, shown as S5), a switch S0 connected to the brake pedal B, and a switch S6 for placing the change lever C in the neutral position are provided, for example, near the handle H, and the change mechanism is electrically operated. A set switch S1 for connecting the automatic conversion device of the present invention to the power source is provided in the front of the driver's seat, the engine E is provided with an engine speed detector E0, and the transmission T is provided with a speed measuring device. The cable T2 taken out from the exit T0 is equipped with a traveling speed detector T3 (rotational pulse generator), and the change mechanism connected to the change lever C has sliding shafts C1 and C2 for automatically driving the mechanism. be incorporated into. Note that the code T1 is a cable for a speed measuring device, and the cable T1 is a cable for a speed measuring device.
1 and the cable T2 rotate at the same time. FIG. 2 is a control circuit diagram of the automatic conversion device of the present invention.
In order to accurately grasp the running condition of the vehicle, the maximum rotational speed rpm of the engine E emitted by the engine rotational speed detector E0 is detected, and the rotational pulses emitted by the vehicle speed detector T3 are calculated by a pulse calculation circuit. In response to electric signals emitted by signals and accelerator opening/closing degree detectors S2...S5, etc., an increase/deceleration judgment circuit, a shift point calculation circuit, and an engine overrun prevention circuit pass the signal through the high speed gear switching circuit when accelerating, and the low gear switching circuit when decelerating. A circuit is built in to send a gear ratio change signal to each change mechanism through the . Of course, a circuit is also provided to automatically disconnect and connect the clutch K each time the change mechanism is switched. By the way, the automatic switching of the transmission T by the device of the present invention is performed automatically depending on the vehicle speed, engine rotation speed, and degree of depression of the accelerator pedal. The gear position of transmission T is changed. The gear shift diagram for large vehicles such as trucks (Figure 3) shows the state in which the gear shift position changes in this way. Needless to say, it can be changed arbitrarily depending on the type of the object. The shift diagram in FIG. 3 is expressed as a graph in which the horizontal axis represents the vehicle speed in km/h and the vertical axis represents the accelerator opening/closing degree. In the relationship between vehicle speed and accelerator opening/closing degree in the graph, the points at which the shift position changes are shown by lines, with the solid line representing the shift point during acceleration, and the dotted line representing the shift point during deceleration. If there are five stages when the vehicle speed changes from low to high speed, then the lowest speed is the lowest speed.
(1) speed, and therefore the maximum speed is called (5) speed, the gear shift position of transmission T and vehicle speed when increasing speed are (1) speed → (2) speed... → (3) ) speed,
Similarly, deceleration is expressed as (5) speed → (4) speed... → (1) speed. In Fig. 3, for example, the accelerator opening/closing degree is 1/
2, the point where the vehicle is traveling at 12 km/h is F, and from that F point, change the accelerator opening/closing degree, and when it becomes 1/3 or less (downward arrow), the speed is (2) on the graph. Since the gear changes from gear to third gear, the gear position of transmission T changes from (2) gear to (3) gear, resulting in a high-speed gear change. Or the accelerator opening/closing degree is 1/2
When the vehicle speed increases further and exceeds 15 km/h (arrow pointing to the right), the vehicle speed crosses the solid line from (2) to (3) speed, so the shift position of transmission T is
A high speed gear change occurs from (2) speed to (3) speed. Next, deceleration gear switching is a conversion that is the opposite of the above-mentioned high gear gear switching, but when trying to automatically change the gear position of transmission T, it is necessary to A hysteresis is provided at the shift points between the high gear (solid line) and low gear (dotted line), so that the speed is changed at a lower speed during deceleration than when increasing speed, and in this way, the car travels near the shift point. This is to ensure that the gear position does not change frequently when the vehicle is in use. For this reason, the change mechanism automatic conversion control circuit is equipped with an increase/deceleration judgment circuit, a shift point calculation circuit, and a circuit for preventing engine overrun that tends to occur when driving downhill, as shown in Figure 2. Transmission T to meet the conditions of
The gear position is automatically changed.
However, a detailed explanation of the complicated control circuit for automatic switching is omitted here, and it is simply referred to as (2).
(3) Fast-acting relay... We will use a simple relay circuit to explain this, and we will proceed with the explanation using a circuit that controls how the change mechanism is automatically switched. FIG. 4 shows an embodiment in which a drive mechanism using an electric motor of the automatic conversion device of the present invention is incorporated into a change mechanism connected to a manual change lever C, in which the change lever C operates a select lever C4 and a shift lever C5. Automatic conversion mechanisms are incorporated in specific locations of the driving mechanism. In the automatic conversion mechanism, the sliding shaft that drives the shift lever C5 is called the vertical axis C1, and the sliding shaft that drives the select lever C4 is called the horizontal axis C2. through universal joints C11 and C21, and both shafts C
1, C2 are the respective support bearings C12, C
12, C22, and C22, and drives the shift lever C5 and select lever C4 in accordance with the speed display C3 displayed on the top surface of the change lever C to change the gear ratio of the transmission T. Both axes C1 and C2 have racks C13 and C23 in part, respectively, and the racks C13 and C2 have racks C13 and C23, respectively.
23 are connected to electric motors M1 and M2 via electromagnetic clutches CL1 and CL2 with reduction gears, respectively. Also, both axes C1 and C
Switches LS3, LS4, and LS5 are provided in three stages along the vertical axis C1, and switches LS3, LS4, and LS5 are provided in three stages along the vertical axis C1, and among the protrusions C16 and C26, the vertical axis protrusion C16 operates, and the horizontal axis protrusion C26 Switches LS1 and LS2 that operate are provided at two stages along the horizontal axis C2. The arrangement of the switches is such that the lever C is tilted in three steps in the direction of the horizontal axis C2 as shown in the speed display C3 displayed at the top of the change lever C. For large vehicles, there is no need to automatically tilt the change lever C towards the (R) speed display and (1) speed display sides, so there is no switch on that side. As shown in Fig. 1, the accelerator opening/closing degree detectors S2, S3...S5 change the amount of descent of the accelerator opening/closing rod A1 attached to the accelerator pedal A depending on the amount of depression of the pedal A, so that the accelerator opening/closing degree detectors S2, S3... The protrusion A2 provided is a switch S2, S3 provided in several stages.
The accelerator opening/closing degree is detected by sequentially operating the accelerator pedal A. When the amount of depression of the accelerator pedal A is zero, the accelerator opening/closing rod A1 is raised and its protrusion A2 is at the highest level. At the upper level, close switch S2, close switches S3, S4,
S5 is open. When pedal A is depressed and the accelerator is opened from 0 to 1/3, switch S2,
S4 and S5 open, the next switch S3 closes, and when the accelerator is opened from 1/3 to 2/3, switch S
2, S3, and S5 are open, switch S4 is closed, and similarly, when the accelerator is fully open (F/T) from 2/3, only switch S5 is closed. Next, the change mechanism is automatically driven by the control circuit shown in FIGS.
I will explain the state in which the gear shift position is changed. In this circuit, the white circle contact is normally open, and this is a relay.
It closes when RY is activated. However, one normally open contact is paired with a normally closed contact (black circle), so that when the normally open contact closes, the normally closed contact opens. The normally open contact in this case is simply called an a contact, and the normally closed contact is called a b contact. In order to automatically convert the change mechanism, turn on the set switch S1, insert the key into the engine key SS, and use the key to start the engine E.
When turned to 3, a circuit to the engine starting relay SM is formed, which is the contact point of starter motor CM circuit 2.
SM is closed, starter motor CM rotates, and engine E
starts. At this time, if the change lever C is in a speed position other than the neutral position N1, the car will start running as soon as the engine E starts, which is very dangerous. Therefore, switches LS1 and LS4 that close the contacts when the change lever C is switched to the neutral position N1 are incorporated into the circuit SS3 of the engine starting relay SM. Here, when the change lever C is operated and tilted to each shift position of the speed display C3 displayed on the top surface of the change lever C, the projection C1 on the vertical axis C1
6 operates one of the three-stage limit switches LS3, LS4, and LS5 provided along the vertical axis C1, and the protrusion C26 on the horizontal axis C2 acts on the horizontal axis C2.
Two-stage limit switch LS1 installed along the
The following is a list of relationships that make any of LS2 work. (2)-LS1, LS3 (4)-LS2, LS3 N1-LS1, LS4 N2-LS2, LS4 (3)-LS1, LS5 (5)-LS2, LS5 Connect the key inserted into the engine key SS to circuit SS1. When the return change lever C is manually operated and switched to the neutral position N1, in this case, the vertical axis C1 and the horizontal axis C2 of the change lever C are connected to the electric motors M1, M2 and pinions C14, C2 that slide the change lever C.
4 is the electromagnetic clutch CL1, CL2 that connects it.
Since the electromagnetic clutch is not energized, the electromagnetic clutch is disengaged, and the change lever C can then be freely operated manually to switch to the neutral position N1. When the change lever C is switched to the neutral position N1, the projections C16 and C26 on the vertical axis C1 and the horizontal axis C2 act on the switches LS1 and LS4 to close the switches, as shown in FIG.
Contacts LS1 and LS4 of SS3 are closed, so engine E
starts for the first time. Manually move change lever C to neutral position
Even if you forget to switch to N1, put the key in the engine key SS and turn it to circuit SS2.
Set switch S, an automatic switching device installed in the driver's seat
1, the electromagnetic clutch LL of the circuit SS2
1. Since CL2 is activated and the electric motors M1 and M2 are connected to the pinions C14 and C24, it becomes difficult to operate the change lever C manually. Therefore, when the neutral switch S6 installed near the handle H (Fig. 1) is turned on, the switch S6
In the circuit 4 (see Fig. 5), the accelerator opening/closing degree detection switch S2 in the circuit 4 is turned on because the accelerator pedal A is not depressed, and the relay RY73 is turned on.
Activate. When relay RY73 is activated, the a contact of relay 73 in FIG. 5 closes, but at the same time, the b contact opens, so that circuit 5 attempts to activate relay RY75. In this case, the switch LS of the circuit 5
1. Since the change lever C has not yet been switched to the neutral position N1, each b contact of LS4 is
Either b contact LS1 or LS4 is included,
Therefore, the circuit 5 is established and the relay RY75 is activated. When relay RY75 is actuated, it closes contact RY75 of circuit 6, driving motor M4 and solenoid valve SV4. Electric motor M4 drives pump P in the hydraulic system shown in Figure 1, sends hydraulic oil to slave cylinder A8 through accumulator A9 and switched solenoid valve SV4, pushes out push rod A7, operates shift fork K1, and closes clutch K. disconnect. This clutch K is disengaged by depressing the foot pedal K0 to generate hydraulic pressure, which is similar to the conventional clutch K. Of course, it goes without saying that a pneumatic mechanism may be used instead of this hydraulic mechanism to disconnect the clutch K. The push rod A7 has a protrusion A6 which closes the limit switch LS6 when the clutch K is disengaged and closes the relay RY of the circuit 7 in FIG.
74 is activated. Relay RY74 is relay contact RY74 of circuit 8
Close and activate relay RY64. in this case,
Since the change lever C is not currently switched to the neutral position N1, one of the b contacts LS1 and LS4 installed in the circuit 8 is inserted.
Since relay contact RY73 is closed, the relay
RY64 works. When the relay RY64 is activated, if the change lever C is now on the (2) speed side in FIG.
6 is in the switch LS3, and the a of the switch LS3 is
The contact is closed, and the protrusion C16 is the switch.
Since it is far from LS4, b of the switch LS4
Contacts are closed. In this way, circuit 9 (Fig. 6) is established and relay RY77 is activated, closing relay a contact RY77 of motor M1 circuit 10, and closing relay b contact RY77 of motor M1 circuit 10.
Since RY77 is opened, the electric motor M1 rotates in the forward direction, slides the vertical axis C1 in the positive direction of the arrow, and changes the lever C.
(2) Switch from the speed position to the neutral position N1.
This of course drives the shift lever C5 as such. When the vertical axis C1 begins to slide, switch LS3
When the protrusion C16 hits the switch LS3 immediately
However, the circuit 9 is self-held by the relay RY77 and continues to rotate the electric motor M1. When the change lever C is switched to the neutral position N1, the b contact LS4 of the switch LS4 opens and stops the operation of the relay RY77 of the circuit 9, and the motor M1
to stop. Also, since the switch LS1 is already turned on, its b contact LS1 is open, so the circuit 5 is not established and the relay RY75 stops its operation. This is relay contact RY75 of circuit 6
Since it is opened, the electric motor M4 of the hydraulic system stops, and the solenoid valve SV4 returns to its original state due to the spring force, removing the hydraulic pressure from the slave cylinder A8 and connecting the clutch K. In this way, the engine E is started with the change lever C switched to the neutral position N1. Engine E starts and neutral switch S
6 is turned off, contact S6 of circuit 4 opens, so relay RY73 stops its operation, but circuit 1
1 and 12, since the car is in a stopped state, contacts RY10 and RY20 are closed due to the circuit shown in Figure 5.
Further, the contact S2 of the accelerator opening/closing degree detector of the circuits 11 and 12 is closed because the accelerator is not depressed.
Since the change lever C is in the neutral position N1, the b contact LS1 and LS3 are closed, and the b contact of relay RY73 is closed due to the relationship with circuit 4. Thus, relay RY75 is activated, and it is connected to circuit 6. Then, the hydraulic motor M4, pump P, and solenoid valve SV4 are operated, and the clutch K is disengaged again. When the disengagement of the clutch K is completed, the circuit 7 activates the relay RY74, which establishes the circuit 13. That is, the b contact LS3 of each of the switches LS1 and LS3 of the circuit 13 is closed, the relay contact RY20 is also closed, and the b contact S6 of the neutral switch is closed, thus operating the relay RY24. This relay RY24 is an instruction relay for switching the vehicle running speed to (2) speed.
When RY24 is activated, circuit 14 in FIG. 6 is established. That is, since the a contact of the switch LS1 of the circuit 14 is closed and the b contact of the switch LS3 is also closed, the relay RY78 is operated, which establishes the circuit 15 and rotates the motor M1 in the reverse direction. Reverse rotation of the electric motor M1 causes the vertical shaft C1 to slide in the direction of the reverse arrow in FIG. The a contact of LS3 is closed, but the b contact is open. When the b contact of switch LS3 opens, circuit 14 is opened,
Since the relay RY78 stops its operation, the reverse rotation of the electric motor M1 is stopped, and the change lever C is thus switched to the (2) speed position. When the change lever C is switched to the (2) speed position, the b contacts LS1 and LS3 of the circuit 12 are both opened, but the relay RY75 is still activated by the circuit 11. When the accelerator pedal A is depressed to start the car, the protrusion A2 of the accelerator opening/closing rod A1 moves away from the switch S2 and moves to the next switch S.
Move on to 3. At this time, contact S2 of circuit 11 opens, so relay RY75 stops operating, circuit 6 is opened, hydraulic pressure is released, and clutch K is connected.
The car starts in (2) speed. The driving conditions of the car have improved and the vehicle speed has changed from (2) to (4).
When the accelerator pedal A is depressed to increase the speed, the protrusion A2 that descends as the accelerator pedal A is depressed acts on the switches S3 and S4 in sequence, which causes the engine speed detector E0 and vehicle speed detector T3 to act on the switches S3 and S4. Together with the emitted signal, the gear ratio is changed by the control circuits such as the increase/deceleration judgment circuit and the shift point calculation circuit (3)
When the driving condition is suitable for switching to a higher speed, (3) the speed indicating relay RY30 is activated, which closes the relay contact RY30 of the circuit 16 in FIG. Since lever C is currently in (2) speed, b contact LS5
is open, but the b contact LS1 is closed, so the relay RY75 is activated, the hydraulic system is activated by the circuit 6, and the clutch K is disconnected. When the clutch K is disengaged, its completion signal is sent to the circuit 7.
actuates relay RY74, which connects circuit 1
Activate relay RY34 of No.7. Relay RY3
4 establishes a circuit 18 in FIG. 6, which is self-maintained by a relay RY77, and also establishes a circuit 10 to rotate the electric motor M1 in the forward direction. The forward rotation of the electric motor M1 causes the protrusion C16 on the vertical axis C1 to move from the switch LS3 to the switch LS4, which causes the circuit 18 to turn off the switch LS3 and open the b contact of the switch LS4, so the relay RY77 stops its operation and the electric motor Stop M1. At this point, the change mechanism has been switched to the neutral position N1. When change lever C is in neutral position N1, the a contacts of switches LS1 and LS4 are closed, so circuit 19 is established and relay RY77 is activated.
It establishes the forward rotation circuit 10 of the electric motor M1 again, and thus the electric motor M1 rotates forward, and the protrusion C16
is applied to switch LS5. When switch LS5 is activated, its b contact LS5
opens, so the circuit 19 opens, stopping the relay RY77 and stopping the motor M1, and the circuit 16
Contacts LS1 and LS5 open, so they open, and relay RY7 opens.
5 is stopped, clutch K is connected by circuit 6, and the vehicle continues to run at (3) speed. When the vehicle speed increases from (3) speed to a state suitable for switching the change mechanism to (4) speed, change rotation speed detector E0 and vehicle speed detector T3 are activated.
It is determined by the signal issued by , the increase/deceleration judgment circuit, the shift point calculation circuit, etc. that the gear ratio change is suitable for switching to (4) speed, and (4) speed instruction relay RY40 is activated.
It closes relay contact RY40 of circuit 20 in FIG. B contacts LS2 and LS3 of circuit 20 are both closed, and relay RY75 is activated to open circuit 6 and disconnect clutch K. When the clutch K is completely disconnected, the circuit 7 activates the relay RY74, establishes the circuit 21, and activates the relay RY44. The operation of relay RY44 is based on circuit 22 (sixth
) is established, relay RY78 is activated, the reversing circuit 15 of the motor M1 is established, and the motor M1 is rotated in the reverse direction. That is, the protrusion C16 is switched to switch LS5.
Transfer from to Switch LS4. In this way, the change lever C is returned to the neutral position N1, and the circuit 22 is opened, and the reverse rotation of the electric motor M1 is stopped.However, the circuit 23 is subsequently established, and the relay
Activate RY80. Activation of relay RY80 establishes circuit 24, causing motor M2 to rotate in reverse. The reverse rotation of the electric motor M2 moves the protrusion C26 from the switch LS1 to the switch LS2, thus stopping the reverse rotation of the electric motor M2.
Change lever C is in second neutral position N2
is moving to Therefore, the circuit 25 is established, the relay 78 is activated, the electric motor M1 is reversely rotated again by the circuit 15, and the protrusion C16 is transferred to the switch LS3.
Open circuit 25. That is, the change lever C is shifted to the (4) speed, the circuit 20 is opened and the relay 75 is stopped, and the clutch K is connected by the circuit 6. In this way, the car continues to drive at the (4) gear ratio. Fig. 7 shows an example in which the gear ratio of the transmission T is automatically changed by a hydraulic mechanism, in which the piston rod of the hydraulic cylinder V1 is connected to the shift lever C5 and the driving vertical shaft C1, and the select lever A piston rod of a hydraulic cylinder V2 is connected to the horizontal shaft C2 for driving C4. A hydraulic pressure generator is connected to both hydraulic cylinders V1 and V2 via flow path switching valves V3 and V4. This hydraulic pressure generating device may use the hydraulic mechanism for disconnecting and connecting the clutch K shown in Fig. 1 as is, but in order to make the explanation easier to understand, we will use an example using a different hydraulic generating device. We will proceed with the explanation. Using the electric circuit shown in Figure 8, when the engine key SS is operated and the set switch S1 is turned on to automatically operate the change lever C, the relay RY is activated.
operates, relay contact RY of motor M3 closes, and motor M3 starts. Electric motor M3 drives pump P1 to send hydraulic oil in tank TA to the hydraulic pipe.
When the hydraulic pressure is accumulated in the accumulator AC to a predetermined pressure, the pressure sensitive switch PS is activated, and its normally closed contact PS is activated.
to stop electric motor M3. When the change lever C is put into the (2) speed when starting the engine, the neutral switch S6 is turned on and the relay RY73 is activated by the circuit 4 in FIG. 5, the relay RY75 is activated by the circuit 5, and the relay RY75 is activated by the circuit 6. Clutch K is disconnected. The completion of disconnection of clutch K is relayed by circuit 7.
RY74 is activated, closing circuit 8 and activating relay RY64. The operation of relay RY64 is as follows: relay RY77 is activated by circuit 9 in FIG. 6, which operates solenoid SV1 in FIG.
is pulled in the direction of the solenoid SV1 against the spring force acting on it, and hydraulic pressure is sent from the line P2 to the cylinder V1, drawing the longitudinal axis C1 into the cylinder V1. In this way, the shift lever C5 is actuated, and the projection C16 on the vertical axis C1 transfers its action from the switch LS3 to the switch LS4. When switch LS4 closes and switch LS3 opens, circuit 9 (Fig. 6) opens and relay RY77 stops its operation, so relay contact RY77 opens and solenoid SV1 stops its operation, and flow path switching valve V3
is returned to the neutral position by the spring force, and the piston in the cylinder V1 is maintained in the state drawn into the cylinder V1. On the other hand, b contacts LS1 and LS4 of circuits 5 and 8 in Fig. 5
Since both open, relays RY75 and RY64 stop their operation, circuit 6 opens and clutch K connects,
The change lever C is returned to the neutral position N1, and the starting circuit of the engine E is activated.
SS3 will now hold true. When the driving conditions of the vehicle improve and it becomes desired to change the vehicle speed from (2) to (5) with the change lever C, the automatic conversion sequence from (2) to (4) will be followed. The relay contact RY50 of the circuit 30 in Figure 5 is now closed. Change lever C is already in (4) speed, so the switches for vertical axis C1 and horizontal axis C2 are LS3.
The protrusions C16 and C26 act on and LS2,
Therefore, the circuit 30 is established and the relay RY75 is activated. Relay RY75 is disconnected from clutch K by circuit 6, and when the disconnection is completed, relay RY74 is activated by circuit 7, which establishes circuit 31 and activates relay RY54. The operation of relay RY54 is as follows: relay contact RY54 of circuit 32 in Fig. 6 is closed, a contact LS3 is closed, and b contact LS2 is also closed, so relay RY77 is operated, and when this is operated by the hydraulic mechanism shown in Fig. 8, Activate solenoid SV1 to apply hydraulic pressure to pipe P2 in FIG. The hydraulic pressure draws the vertical axis C1 into the cylinder V1,
The protrusion C16 moves from switch LS3 to LS4. At this time, the circuit 32 opens the a contact LS3 and the b contact LS4.
also opens, relay RY77 stops, and switching valve V3
returns to neutrality. The change lever C is in the second neutral position N2. Next, the circuit 33 in FIG. 6 is established, the relay RY77 is activated again, and the solenoid SV1 in FIG. 8 is activated.
Hydraulic pressure passes through pipe P2 to cylinder V1 on horizontal axis C1
When the shift lever C5 is pulled in again and the shift lever C5 is driven, the protrusion C16 comes to act on the switch LS5. When the protrusion C16 acts on the switch LS5, the a contact LS2 of the circuit 33 is closed, but the b contact LS5 is closed.
opens, relay RY77 stops, and the solenoid
SV1 is stopped and switching valve V3 returns to neutral. Also, since the b contacts LS2 and LS5 of the circuit 30 in FIG. 5 are both opened, the relay RY75 is stopped and the clutch K is connected, thus completing the gear ratio change at a vehicle speed of 5. The above hydraulic mechanism is equipped with piping that returns the hydraulic oil discharged through each switching valve V3 and V4 to the tank TA, but in the case of a system that uses air pressure instead of this hydraulic mechanism, each switching valve The hydraulic oil discharge passages for V3 and V4 need only be configured to discharge it into the atmosphere. As described above, the automatic conversion device of the automobile traveling speed conversion mechanism of the present invention can not only be easily incorporated into a currently running automobile, but also the aspect of automatic conversion can be achieved by simply pressing down on the accelerator pedal A. Vehicle speed detector T3, accelerator opening/closing degree detector S2,...
The vehicle speed range desired by the driver is calculated based on the signals emitted by S5 and the engine rotation speed detector E0, and the gear ratio of the transmission T is automatically changed, thereby reducing the driver's driving fatigue level. In addition, since the conversion is performed at the optimum driving condition of the vehicle, fuel consumption can be saved, making it an excellent device for automobile equipment. The embodiments described above are based on examples in which the device of the present invention is applied to a large vehicle such as a truck, and when this device is applied to a relatively lightweight vehicle such as a passenger car, the automatic Needless to say, it is intended to enable conversion.

[Brief explanation of the drawing]

The attached drawings show an embodiment of the automatic conversion device of the present invention, and FIG. 1 is a schematic diagram showing its general configuration, FIG. 2 is a control circuit diagram thereof, FIG. 3 is a hysteresis shift diagram, and FIG. 4 is a gear ratio diagram. A schematic configuration diagram of the electrical automatic conversion mechanism of the change mechanism, Figures 5 and 6 are the same control circuit diagram, Figure 7 is a schematic configuration diagram of the hydraulic automatic conversion mechanism of the gear ratio change mechanism, and Figure 8 is the same electric circuit. It is. A is the accelerator pedal, A1 is the accelerator opening/closing rod,
A6 is the protrusion of push rod A7, A8 is the slave cylinder, A9, AC is the accumulator, B is the brake pedal, C is the change lever, C1 is the vertical axis, C2 is the horizontal axis, C3 is the speed display, C4 is the select lever, C5 is Shift lever, C13, C23
is easy, C14, C24 is pinion, CL1,
CL2 is an electromagnetic clutch with reduction gear, CM is a starter motor, E is an engine, E0 is an engine speed detector, H is a handle, K is a clutch, K0 is a clutch pedal, K1 is a shift fork, LS1, LS2
... is the switch, M1, M2... is the electric motor, P, P1
is a pump, P2, P3, P4, P5 are hydraulic pipes,
RY74, RY75... are relays and contacts, S0, S
1..., SS2, SS3 are switches, SS is the engine key, SM is the engine starting relay and contact, SV0,
SV1... is solenoid, T is transmission,
T1, T2 are cables, T3 is vehicle speed detector, V
1, V2 is a hydraulic cylinder, V3, V4 are switching valves,
1, 2... are vehicle speeds.

Claims (1)

[Claims] 1. A change lever for speed change operation in an automobile using a dry plate clutch has a sliding shaft that slides in conjunction with the tilting of the change lever in the front-rear direction, and a sliding shaft that slides in conjunction with the tilting of the change lever in the left-right direction. , are connected to the shift lever and select lever for changing the gear ratio in the transmission through the universal joint connected to each slide wheel, and these slide shafts are connected to the shift lever and select lever for changing the gear ratio in the transmission. The change lever, shift lever, and select lever are each connected to a prime mover that switches the change lever, shift lever, and select lever to a predetermined shift position by driving, and these prime movers are attached to a transmission that can control the vehicle's running speed based on the rotational speed of the prime mover. and a control means for outputting a signal for gear ratio switching based on detection signals from a traveling speed detector that detects the accelerator pedal and an accelerator opening/closing degree detector that detects the opening/closing degree of the accelerator from the amount of depression of the accelerator pedal. An automatic conversion device for an automobile traveling speed conversion mechanism, characterized in that: