JPH0527779B2 - - Google Patents

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a sub-transmission comprising a manually-switchable main transmission connected in series with an sub-transmission having a transmission system with two stages of high and low gears. The present invention relates to a control device for a transmission for a motorized vehicle.

(Prior Art) The applicant of the present application previously proposed in Japanese Patent Application No. 58-156507 that a hydraulic clutch is inserted in the high-speed transmission system of the auxiliary transmission, and a one-way clutch that allows over-rotation on the output side is inserted in the low-speed transmission system. 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, and control means is provided for automatically controlling the engagement and disconnection of the hydraulic clutch. Therefore, we proposed a system that automatically switches the sub-transmission.

(Problems to be Solved by the Invention) In the above system, automatic switching of the sub-transmission is performed according to predetermined switching characteristics for each gear stage of the main transmission, but fine gear shifting by such automatic switching is not possible. There are some drivers who do not like this, and it is desirable to be able to cancel automatic switching as appropriate for such drivers.

By the way, in the auxiliary transmission mentioned above, a one-way clutch that allows over-rotation on the output side is inserted in the low-speed transmission system, so if the low-speed transmission system is maintained in the established state by canceling automatic switching, the engine will not be activated during deceleration. The brakes will no longer work, and it is desirable to take this into consideration and take measures to cancel automatic switching.

An object of the present invention is to provide a device suitable for meeting such demands.

(Means for Solving the Problems) In order to achieve the above object, the present invention connects a manual switching type main transmission with an auxiliary transmission equipped with a two-stage high-low transmission system in series with the main transmission. , by intervening a hydraulic clutch in the high-speed transmission system of the auxiliary transmission and a one-way clutch that allows over-rotation on the output side in the low-speed transmission system, when the hydraulic clutch is released, the low-speed transmission system and the hydraulic clutch are The high-speed transmission system is established when the clutch is connected, and the hydraulic clutch is provided with a control means that operates to automatically control the engagement of the hydraulic clutch, the control means being able to be switched between activation and deactivation. The hydraulic clutch is characterized in that a manually operated switching means is provided, and when the control means is switched to inoperative by the switching means, the hydraulic clutch is held in the connected state.

(Function) In the present invention, automatic switching of the auxiliary transmission can be canceled as needed by disabling the control means using the manually operated switching means, and at this time, the hydraulic clutch is connected and the high-speed transmission is The system is established and the engine brake will not become ineffective.

(Example) The present invention will be explained with reference to the illustrated embodiments.

Referring to FIG. 1, 1 is an engine, 2 is a gearshift clutch, 3 is a manual main transmission connected to the engine 1 via the gearshift clutch 2, and 4 is a manual transmission.
indicates a sub-transmission connected in series with the main transmission 3, and the power from the engine 1 is transmitted to the drive wheels 6 of the vehicle via the main and sub-transmissions 3, 4 and the differential gear 5. A vehicle transmission was constructed as follows.

The main transmission 3 includes an input shaft 3a connected to the shift clutch 2, and an output shaft 3b connected to the differential gear 5.
1 to 4 speeds for forward movement as a transmission gear mechanism between
Speed gear train G1, G2, G3, G4 and reverse gear train
GR is installed, and these are used for 1st-2nd speed shifting and 3rd-speed gear shifting linked to the change lever 7 in the vehicle interior as shown in Fig. 2.
Consisting of a manual changeover type transmission with four forward speeds and one reverse speed, which is selectively established by switching the first and second switching clutches 8, 9 for speed-to-four speed shifting and the idle shift gear 10 for reverse. The number of gears is increased by connecting the auxiliary transmission 4, which is equipped with two high and low gear transmission systems GH and GL, to the input or output side of the transmission gear mechanism.

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 train 4 provides two gears for each height shift, resulting in a total of seven forward gears and one reverse gear.
1. It is of course possible to connect the GR to the sleeve shaft 11 so that the gear can be shifted to eight forward speeds and two reverse speeds.

As shown in FIG. 2, the hydraulic clutch 12 is connected and disconnected by a switching valve 18 interposed in an oil path that regulates the pressure of pressure oil from a hydraulic pump 16 with a regulator valve 17 and leads it to 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.

Then, the hydraulic clutch 12 is automatically connected/disconnected via the switching valve 18 according to predetermined switching characteristics according to the throttle opening degree of the engine 1 and the vehicle speed, which are set for each gear stage of the main transmission 3. The control means 19 was configured as follows to control.

That is, the control means 19 includes a throttle opening degree detector 20 that generates a throttle opening degree signal E1 that shows a voltage change as shown in the third figure according to the throttle opening degree of the engine 1, and a throttle opening degree detector 20 that generates a throttle opening degree signal E1 that shows a voltage change as shown in the third figure according to the throttle opening degree of the engine ₁ , and a throttle opening degree detector 20 that generates a throttle opening degree signal E1 that shows a voltage change as shown in FIG. A vehicle speed detector 21 that generates a vehicle speed signal _E2 indicating a voltage change as shown in FIG. and a gear position detector 22 that generates a gear position signal _E3 indicating a stepwise voltage change as shown in FIG.
The throttle opening signal E ₁ and the gear position signal E ₃ are added in the arithmetic circuit 23 to produce a composite signal E ₄ as shown in Figure 6.
is generated and compared with the vehicle speed signal _E2 in circuit 2.
4, the voltage of the vehicle speed signal E ₂ is the composite signal E ₄
The comparator circuit 24 generates a logic signal of "1" or " ₀ " by determining whether the voltage is higher than the voltage of
When a logic signal of "0" is generated and a logic signal of "0" is input to the electromagnetic circuit 18a of the switching valve 18, the switching valve 18 is switched to the oil supply position and the hydraulic clutch 1
2 are connected, thus establishing a high-speed transmission system GH in the high-speed region according to predetermined characteristic lines X ₂ , X ₃ , and X ₄ for each gear stage as shown in FIG. .

In the illustrated example, the comparator circuit 24 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 .

Further, in the illustrated example, a determination circuit 25 inputs the throttle opening signal E ₁ and determines whether the throttle opening is below a predetermined opening θ ₀ , the comparison circuit 24 and the electromagnetic circuit 18 . An AND gate 26 is provided in the signal line between the two, and the discriminator circuit 25 outputs a logic signal of " ₀ " when the throttle opening is less than a predetermined opening θ0, and a logic signal of "1" when the throttle opening is equal to or greater than the predetermined opening. '', and the logic signal was input to the AND gate 26.

According to this, when the throttle opening of the engine 1 is greater than or equal to the predetermined opening θ ₀ , the AND gate 2
6 receives a logic signal of "1" from the discrimination circuit 25, and in this case, the logic signal generated from the comparison circuit 24 and the logic signal input to the electromagnetic circuit 18a on the output side of the gate 26 are combined. match, and the hydraulic clutch 12 is controlled to engage and disengage in accordance with the above characteristics, but the throttle opening of the engine 1 is not equal to the predetermined opening θ ₀
When a logic signal of "0" is input from the discrimination circuit 25 to the gate 26 as follows, in this case, regardless of the logic signal generated from the comparison circuit 24, the electromagnetic circuit 18a is always A logic signal of "0" is input, the hydraulic clutch 12 is held in the connected state, and the high speed transmission system GH is established in the region below the Y line in FIG.

Although the above is not particularly different from the above-mentioned proposal, in accordance with the feature of the present invention, in this embodiment, a manually operated switching means 27 which can freely switch the control means 19 between activation and deactivation is provided. The hydraulic clutch 12 is maintained in the connected state by switching the control means 19 to its inactive state by the switching means 27.

Here, the switching means 27 is, for example, as shown in FIG. 8, consisting of a voltage applying circuit in which a manually operated switch 28 is connected to the ground side, and this is connected to the input side of the AND gate 26 at its output terminal 27a. The switch 28 is connected in parallel with the comparison circuit 24 and the discrimination circuit 25, and is arranged inside the vehicle, so that when the driver turns off the switch 28, the AND gate 26 is connected through the output terminal 27a. A logic signal of high level "1" is input to the auxiliary transmission 4, and the sub-transmission 4 is automatically switched according to the switching characteristics shown in FIG. 7 by the logic signals output from the comparison circuit 24 and the discrimination circuit 25. , the switch 2
8 is turned on, a logic signal of low level "0" is input from the output terminal 27a to the AND gate 26, regardless of the logic signal output from the comparison circuit 24 or the discrimination circuit 25. A logic signal of "0" is always input to the electromagnetic circuit 18a, the control means 19 is deactivated, the hydraulic clutch 12 is held in the connected state, the high speed transmission system GH remains established, and the sub-shift is started. Automatic switching of machine 4 has been canceled.

(Effects of the Invention) As described above, according to the present invention, the control means for automatically controlling the engagement and disengagement of the hydraulic clutch can be deactivated by the manually operated switching means, and the automatic switching of the auxiliary transmission can be canceled as appropriate. It is convenient for the driver to use different sub-transmissions according to his preference, and when automatic switching is released, the hydraulic clutch is connected to establish a high-speed transmission system, and a low-speed transmission system that allows over-rotation on the output side is established. Unlike when establishing automatic switching, engine braking can be applied even when automatic switching is canceled.
Furthermore, compared to the case where a low-speed transmission system is established, a more fuel-efficient and quieter operating state can be obtained, which is advantageous.

[Brief explanation of the drawing]

FIG. 1 is a diagram of an example of a vehicle transmission to which the present invention is applied, FIG. 2 is a block diagram showing control means for a hydraulic clutch that intervenes in the high-speed transmission system of the sub-transmission, and FIGS. FIG. 5 is a signal characteristic diagram of the throttle opening degree detector, vehicle speed detector, and gear position detector provided in the control means, FIG. 6 is a characteristic diagram of the composite signal output from the arithmetic circuit provided in the control means, and FIG. FIG. 7 is a diagram showing the switching characteristics of the sub-transmission, and FIG. 8 is a circuit diagram of the switching means. 1...Engine, 3...Main transmission, 4...Sub-transmission, GH...High speed transmission system, GL...Low speed transmission,
12... Hydraulic clutch, 13... One-way clutch, 19... Control means, 27... Switching means.

Claims (1)

[Claims] 1 A manual switching type main transmission is connected in series with an auxiliary transmission equipped with a two-stage high-low transmission system, and a hydraulic clutch is connected to the high-speed transmission system of the auxiliary transmission, and a hydraulic clutch is connected to the low-speed transmission system of the auxiliary transmission. A one-way clutch that allows over-rotation is intervened so that when the hydraulic clutch is released, the low-speed transmission system is established, and when the hydraulic clutch is engaged, the high-speed transmission system is established, and the hydraulic clutch is automatically activated. In a device that is provided with a control means that operates to control the connection and disconnection, the control means is provided with a manually operated switching means that can freely switch the control means between activation and inactivation, and the control means is controlled to be inactivated by the switching means. 1. A control device for a transmission for a vehicle with an auxiliary transmission, characterized in that the hydraulic clutch is maintained in a connected state upon switching.