JPH05591Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention includes a control unit, and when it is determined that the vehicle speed and engine speed are synchronized, it shifts to a shift gear that does not have a synchronized mesh mechanism. This invention relates to improvements to automatic transmission devices for vehicles.

[Prior art] Among mechanical automatic systems that achieve both easy driving and fuel efficiency, there is a semi-automatic system in which only the clutch operation at the time of starting is manual, and all subsequent gear shifting operations are automated (for example, the present applicant's actual system) Gansho 59-
No. 70610). With this system, once the vehicle is running, the driver only has to specify the desired gear using the selector, and once auto range is specified, the system is configured to shift up sequentially depending on vehicle speed and accelerator opening conditions. Furthermore, in order to achieve an inexpensive configuration, this system does not use a synchronizing mechanism, but instead detects the gear rotational speed and vehicle speed, and sets the gear when the two are synchronized. In addition, in order to shorten shift time and reduce shift shocks, the clutch is turned off only while the transmission is set in neutral, and then turned on for the rest of the time, i.e., gears are set with the clutch kept on. That is, in FIG. 5, when a shift up request occurs, the control unit fully opens the accelerator (step S10), turns the clutch OFF (step S11), sets the transmission to neutral (step S12), and turns the clutch ON. (step)
S13). Next, it is determined whether the engine rotational speed, that is, the rotational speed of the main gear, is smaller than the sum of the vehicle speed, that is, the synchronized rotational speed Nsyc of the main shaft, and the relative rotational speed ΔN that starts the shift change actuator operation (step
S14). If NO, wait until YES, then YES
Then, set the transmission gear (step
S15), to return the accelerator (step S16)
control.

However, in this method, even though the synchronization of the rotational speeds of the main gear and the main shaft is determined by a countershaft rotation sensor that detects the rotational speed of the main gear and a vehicle speed sensor that detects the rotational speed of the mainshaft, the shift up When changing gears, the engine rotation speed, that is, the rotation speed of the main gear, decreases rapidly due to fully closing the accelerator (step S10), so when gear is set (step S15)
As a result, the rotation is suddenly suppressed, and therefore the rotational speed changes greatly over time, causing some gear set shock.

[Problems to be Solved] Therefore, it is an object of the present invention to provide an automatic transmission for a vehicle that can reduce the gear setting shock when shifting up to a shift stage that does not have a synchronized mesh mechanism.

[Means for Solving the Problems] According to the present invention, a non-synchronized transmission is attached to the engine via a mechanical clutch, and when the control unit determines that the vehicle speed and engine speed are synchronized, the synchronized transmission is activated. In an automatic transmission for a vehicle that performs a shift to a shift gear without a mechanism, the control unit includes a synchronization determination circuit that determines that the main gears are synchronized based on signals from a countershaft rotation sensor and a vehicle speed sensor; An accelerator control circuit that fully opens the accelerator when the judgment circuit determines that synchronization has occurred and then returns the accelerator to manual after a predetermined time has elapsed, and a transmission control circuit that sets the gear after manual return.

[Explanation of effects] Therefore, when it is determined that synchronization is achieved, the accelerator is temporarily fully opened, which alleviates the change in the rotational speed of the main gear that continues to naturally descend, and reduces the falling speed of the main gear. can reduce shocks. In this way, the main gear rotational speed does not change until the main gear rotational speed once increases, and the descending speed is moderated, so the change is slight, which shortens the allowable time to set the gear, and in the end, the speed changes. The required time can be shortened and driving performance can be improved.

[Preferred Embodiment] When implementing the present invention, it is preferable that the temporary full opening time of the accelerator is set to 0.2 seconds, for example.

[Examples] Examples of the present invention will be described below with reference to the drawings.

FIG. 1 shows the overall configuration of an embodiment of the present invention, and FIG. 2 shows a control block diagram. In the figure, a non-synchronized transmission 30 is attached to an engine 10 via a mechanical clutch 20, and its output shaft is connected to a rear axle (not shown) via a propeller shaft 31.

The engine 10 includes an accelerator opening sensor 14 for detecting the idle position of the fuel injection pump 12.
An accelerator control device 50 for controlling the mechanical governor 13 is provided, and the device 50 is provided with an accelerator fully closed valve 51 and an accelerator fully open valve 52.

The clutch 20 is provided with a clutch position sensor 21 that detects whether the clutch is engaged or not, and a clutch actuator 22 that engages or disengages the clutch.

The transmission 30 includes a countershaft rotation sensor 32 that detects the engine rotation speed, that is, the rotation speed of the main gear, a vehicle speed sensor 33 that detects the rotation speed of the main shaft, and a shift position sensor 34 that detects the shift position of the transmission. and a shift change actuator 3 that operates the transmission.
5 is provided.

On the other hand, a selector 11 provided in a driver's cab (not shown) uses a selector lever 11a to reverse R, 1
6 ranges from speed to 6th speed, auto A and neutral N can be specified, and there is a switch inside that corresponds to each range. 15 is accelerator pedal 1
5, it is connected to a part of the accelerator control device 50. And these sensor devices 14, 21, 2
2, 32, 33, 34, 35, 51 and 52 are connected to a control unit 40.

The control unit 40 determines whether or not a shift change is to be performed based on detection signals from the selector 11, vehicle speed sensor 33, accelerator opening sensor 14, and shift position sensor 34, and also includes a synchro determination circuit 42 (described later) that determines whether or not a shift change is to be performed based on detection signals from the selector 11, vehicle speed sensor 33, accelerator opening sensor 14, and shift position sensor 34. A shift change judgment circuit 41 controls the gear change after temporarily fully opening the accelerator when it is judged that the rotational speed of the main shaft and the main shaft are synchronized.The output of this judgment circuit 41 controls the countershaft rotation sensor 32 and the vehicle speed. A synchronization determination circuit 42 determines whether the rotation speeds of the main gear and the main shaft are synchronized based on a detection signal from the sensor 33, and a synchronization determination circuit 42 determines whether or not the rotation speeds of the main gear and main shaft are synchronized based on a detection signal from the clutch position sensor 21. A clutch intermittent control circuit 43 that controls the yuator 22, an accelerator control circuit 44 that controls the accelerator fully closed valve 51 and the accelerator fully open valve 52, and a transmission that controls the shift change actuator based on the detection signal of the shift position sensor 34. A control circuit 45 is provided.

Next, referring mainly to FIGS. 3 and 4,
The operation will be explained using an example of shifting up from 5th gear to 5th gear.

When a request to shift up from 4th gear to 5th gear occurs, the shift change control circuit 41 outputs a control signal from the accelerator control circuit 44 to the accelerator fully closed valve 51, changing the accelerator control from manual to automatic and fully closing the accelerator. (step S1 and state T1). Next, the clutch engagement control circuit 4
3 outputs a control signal to the clutch actuator 22 to turn off the clutch (step S2 and state T2). Next, a control signal is output from the transmission control circuit 45 to the shift change actuator 35 to set the transmission to neutral (step S3 and state T3). Next, the clutch engagement control circuit 43 outputs an output to the clutch actuator 22 to turn on the clutch (step S4 and state
T4). Next, the synchro determination circuit 42 determines that the main gear rotation speed Ng is equal to the synchro rotation speed Nsyc based on the signals from the countershaft rotation sensor 32 and the vehicle speed sensor 33, and the relative rotation speed ΔN at which the shift change actuator 35 starts operating. It is determined whether the rotational speed is smaller than the sum of the relative rotational speed ΔN' which is slightly larger (step S5 and state T5). If NO, wait until YES,
If YES, the accelerator control circuit 44 outputs a control signal to the accelerator full-open valve 52 to fully open the accelerator (step S6 and state T6). As a result, the engine rotational speed increases, and the rate at which the rotational speed of the 5th speed main gear decreases becomes slightly smaller (state T). Then, after a specified period of time (for example, 0.2 seconds) has elapsed (step S7 and state T7), a control signal is output from the accelerator control circuit 44 to the accelerator full-open valve 52 to return the accelerator to manual mode (step S8 and state T8), and the gear is changed. Machine control circuit 4
5 outputs a control signal to the shift change actuator 35, gear is set from neutral to 5th speed (step S9 and state T9), and the control ends. In this control, in state T, 5
Since the rate of decrease in the rotational speed of the main gear is decreasing, the time change in the rotational speed of the 5th gear main gear when the 5th gear main gear is set on the main shaft (state T') is kept small, and as a result, the gear setting shock is reduced. It can be reduced.

[Effects of the Invention] As described above, according to the present invention, since the accelerator is temporarily fully opened during upshifting, the following excellent effects are achieved.

(1) Shock during gear setting can be reduced by reducing the falling speed of the main gear rotational speed.

(2) Since the main gear rotational speed changes only slightly, the time required to set the gear can be shortened.

(3) The time required for shifting is shortened, improving driving performance.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention;
Figure 2 is a control block diagram, Figure 3 is a control flowchart, Figure 4 is a control timing chart,
FIG. 5 is a control flowchart of the conventional device. 32... Counter shaft rotation sensor, 33...
...Vehicle speed sensor, 40...Control unit, 41...
Shift change determination circuit, 42... synchro determination circuit, 44... accelerator control circuit, 51... accelerator fully closed valve, 52... accelerator fully open valve.

Claims (1)

[Scope of utility model registration request] For vehicles where a non-synchronized transmission is attached to the engine via a mechanical clutch, and which shifts to a shift gear without a synchronized mesh mechanism when the control unit determines that the vehicle speed and engine speed are synchronized. In the automatic transmission, the control unit includes a synchronization determination circuit that determines that the main gears are synchronized based on signals from the countershaft rotation sensor and the vehicle speed sensor, and a synchronization determination circuit that determines that the main gears are synchronized based on signals from the countershaft rotation sensor and the vehicle speed sensor, and a synchronization determination circuit that determines that the main gears are synchronized based on signals from the countershaft rotation sensor and the vehicle speed sensor. 1. An automatic transmission device for a vehicle, comprising: an accelerator control circuit that manually returns the accelerator after a predetermined period of time has elapsed; and a transmission control circuit that sets a gear after the manual return.