JPH03363A - Transmission for diesel motor vehicle and control method thereof - Google Patents

Abstract

PURPOSE:To reduce the tractive force at the time of departure of a vehicle to a value lower than the cohesion between a wheel and a rail and prevent racing of the wheel by forming 2nd-speed engagement at the time of shift driving. CONSTITUTION:When a vehicle is departed, an engine 34 is first brought into idling state to fit either a positive rotating clutch 59 or a reversing clutch 61 to the forward direction of the vehicle, then a change gear clutch 38 is fitted, and also the output of the engine 34 is increased. Then, the output of the engine 34 forms a 2nd-speed engaging ratio with a positive rotating input gear 71 or a revering input gear 74, from an input shaft 37 through the change gear clutch 38, a torque converter 39, a free wheel 50, a change gear shaft 51, and a change speed output gear 56, and the rotation of the 2nd-speed shift drive is outputted to an output shaft 62 through the either fitted clutch. As the output torque at the time of departure is small, in comparison with the engaging ratio corresponding to the conventional 1st-speed position, the difference between the tractive force and the cohesion between the wheel and a rail is maintained high, and the racing of the wheel can be prevented.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention provides two
The present invention relates to a transmission for a diesel vehicle that provides meshing ratios of gears in gears.

(Prior art) As diesel vehicles become faster, two-speed transmissions have come to be used in order to effectively draw out the engine's output from low to high speed ranges. Ta. However, the above 2
In gear transmissions, it has been common knowledge to use a gear ratio mesh that outputs a low rotational speed in the first gear, where a large output torque can be obtained, in a gear shift operation using a torque converter at the time of starting.

FIG. 4 illustrates a transmission for a diesel motor vehicle to achieve the above object described in Japanese Utility Model Application No. 63-35164. In FIG. 4, an input shaft 5 of a transmission 4 is connected to an output shaft 2 of a diesel engine 1 via a flywheel and a coupling 3, and a speed change clutch 6 as a multi-disc friction clutch and a torque converter are connected to the input shaft 5. The clutch carrier 8 on the input side of the speed change clutch 6 is attached to the input shaft 5, and the hub 9 on the output side is attached to the impeller wheel 10 on the input side of the torque converter 7, respectively. A turbine wheel 11 on the output side is rotatably connected in one direction to a cylindrical transmission shaft 12 coaxial with the input shaft 5 via a freewheel 13, and a first speed clutch 1 as a multi-disc friction clutch is connected to the input shaft 5.
4, the clutch carrier 15 on the input side of this I-speed clutch 14 is integrally attached to the input shaft 5, the hub 16 on the output side is integrally attached to the transmission shaft 12, and the first speed drive gear is integrally attached to the transmission shaft 12. 17 is meshed with a first speed driven gear 19 that is integrally attached to a second speed shaft 18, and a second speed clutch 20 as a multi-disc friction clutch is provided on this second speed shaft 18. A second speed driven gear 22 integrally attached to a hub 21 rotatably supported on the shaft 18 is engaged with a second speed drive gear 23 integrally attached to the input shaft 5, and a clutch is integrally attached to the second speed shaft 18. A reverse rotation input gear 30 and a forward rotation input gear are integral with the respective input sides of a reverse rotation clutch 28 and a forward rotation clutch 29 as multi-plate friction clutches in which a gear 25 integrated with a carrier 24 is provided on a reverse rotation shaft 26 and an output shaft 27. 31, and a reversing intermediate gear 32 that is integrated with the reversing shaft 26 on the output side of the reversing clutch 28 is connected to the output shaft 2.
It has a configuration in which it meshes with a reverse rotation output gear 33 that is integrated with 7.

With this configuration, when starting the vehicle, first engage either the forward rotation clutch 29 or the reverse rotation clutch 2, depending on the direction of travel of the vehicle, and then first engage the transmission clutch 6. The engine 1 is connected to the human power shaft 5, the speed change clutch 6, the torque converter 7, the freewheel 13, the speed change shaft 12. or reverse clutch 28
The rotational speed of the first gear shift operation is outputted to the output shaft 27 through the gear shift operation, and when a predetermined vehicle speed is reached by this shift operation, the shift clutch 8 is disengaged and the first gear clutch 1 is turned off.
4, the input shaft 5 is directly connected to the transmission shaft 12, and the engine 1
From input shaft 5.1 speed clutch 14, speed change shaft 12.1 speed drive gear 17.1 speed driven gear 19 and gear 25,
Similarly, the rotation of the direct coupling 1st gear is outputted to the output shaft 27, and when a predetermined vehicle speed is reached by this direct coupling 1st gear operation, the 1st gear clutch 14 is disengaged, and the 2nd gear clutch 14 is disengaged.
0 and input shaft 5.2 speed drive gear 23.2 from engine 1.
The high speed driven gear 22 is operated to output the rotational speed of the directly coupled second speed to the output shaft 27 via the second speed clutch 20 and the gear 25 to gradually increase the vehicle speed to the maximum speed.

(Problems to be Solved by the Present Invention) Under variable speed operation in which power is transmitted via a torque converter, a large output torque, that is, a large traction force is obtained, making it easier to start the vehicle. In conventional shifting operation under L gear with a large meshing ratio of gears, the output torque becomes too large, especially at low speeds, and the traction force exceeds the adhesive force between the wheels and the rail. The problem is that the wheels often spin. For example, when it rains or when oily substances adhere to the rails, the coefficient of friction between the wheels and the rails decreases, reducing the adhesion and making it easier for wheels to spin.

It is an object of the present invention to provide a transmission configured to provide an output torque that prevents wheel slippage that occurs during variable speed operation.

(Means for solving the problem) As mentioned above, conventionally, the first gear has a large meshing ratio of gears and a large output torque, and the other has a small meshing ratio of gears and a small output torque. Regarding transmissions for high-speed diesel vehicles that have a two-speed gear stage, in all cases, the rotational speed of the first gear stage that produces a large output torque is It was given.

In the present invention, the traction force at the time of starting the vehicle is reduced by changing the engagement of the first gear, which outputs a conventional large torque, to the engagement of the second gear, which outputs a lower torque. The adhesive force between the wheels and the rails was set to a value lower than that to prevent the wheels from spinning.

(Function) In Figure 2, the horizontal axis shows the vehicle speed Km/h, and the vertical axis shows the traction force Kg in variable-speed operation and direct-coupling operation of diesel vehicles, and the adhesive force Kg between the wheels and the rail.The traction force versus vehicle speed (solid line) and adhesive force (dotted line) for the conventional example and the present invention.

From FIG. 2, it can be seen that when looking at the curve a of the one-speed transmission operation applied to the conventional transmission, the traction force is large, especially at low speeds, and approaches the adhesion force curve e. Therefore, when the rail gets wet with rain or oil, the adhesive force becomes smaller than the traction force, making the wheels more likely to spin. However, looking at the curve of the 2-speed transmission operation in the case of the present invention, the traction force at low speed is smaller than that in the 1-speed transmission operation a, so the difference with the adhesion force becomes large, Since the force is always maintained greater than the traction force, slipping is prevented.

Even during variable-speed operation, as the vehicle speed increases, the traction force shows a sudden decrease in both the conventional 1-speed variable-speed operation and the 2-speed variable-speed operation of the present invention, and the difference with the adhesive force increases, so there is no need to worry about slipping. .

Furthermore, at low speeds, the traction force in 2nd gear shifting operation, which was smaller than that in 1st gear shifting operation, becomes larger as the speed increases.

Regarding traction power, 1st gear shifting operation exceeds 2nd gear shifting operation in the vehicle speed range from 0 to 30 km/h, but the time required during this period under 1st gear shifting operation is only about 10 seconds. During this period, there is almost no difference in mileage between the two, and the mileage is slightly longer in 1-speed operation with greater traction, but when the vehicle speed exceeds 40 km/h,
The traction force is reversed and becomes slightly larger in 2nd gear transmission operation, and when both vehicles switch from variable transmission operation to 1st gear direct connection operation at a vehicle speed of about 50 km/h (f in Figure 2), the mileage of both will be reduced. The two cars got close to each other, and then the vehicle speed of both cars was 80km/h.
In direct-coupled operation, the output is transmitted under the same conditions, such as when reaching the second gear position (g in the diagram), the 1st-speed direct-coupled operation switches to the 2nd-speed direct-coupled operation, so the mileage during direct-coupled operation can be reduced. The difference is that the slight distance difference that occurs under the above-mentioned speed change operation is kept constant, so the traveling distances for both vehicle speeds after starting are almost the same. Figure 3 shows the results when the variable speed operation is 1st speed and 2nd speed.
The relationship between vehicle speed and travel distance is shown for both cases of vehicle speed and travel distance.

The solid line indicating 2-speed operation and the dotted line indicating 1-speed operation almost match.

In order to prevent idling in this way, under variable speed operation,
Even if the combined pressure between the gears is changed from the conventional 1st gear to the 2nd gear of the present invention, the time required for this gear shifting operation is short, so even if there is a difference in traction force between the two, it will reduce the overall acceleration operation. When you look,
There is almost no difference in acceleration performance, and no problem occurs even if the shift operation is set to 2nd gear.

(Embodiment) FIG. 1 shows a simple configuration of a transmission for a diesel vehicle according to the present invention. In Figure 1, diesel engine 3
The output shaft of No. 4 is connected to an input shaft 37 of a transmission 36 via a flywheel and an elastic joint 35, and the input shaft 37 is provided with a speed change clutch 38 as a multi-disc friction clutch and a torque converter 39. A clutch carrier 40 at the input end of the clutch 38 is integrally attached to the input shaft 37, and a hub 41 on the output side is attached to a cylindrical shaft 42 coaxial with the input shaft 37.
Impeller wheel 43 of torque converter 39 through
The input side clutch plates 44 are connected to the inner periphery of the clutch carrier 40, and the output side clutch plates 45 are arranged alternately on the outer periphery of the hub 41 so as to be slidable in the axial direction and are spline-fitted. , an annular clutch piston 46 fitted into the clutch carrier 40 so as to be slidable in the axial direction by hydraulic pressure and a return spring receives force and connects the input side and the output side of the speed change clutch 38, thereby connecting the torque converter. 39 consists of a three-stage turbine wheel 47 and a two-stage stator 48 that provide large stall torque, and the turbine wheel 47 of the torque converter 39 is connected to a cylindrical output shaft 49 integral with the turbine wheel 47 via a freewheel 50.
The input shaft 37 is connected to a transmission shaft 51 coaxial with the input shaft 37, and the input shaft 37 is connected to a clutch carrier 54 on the input side of a second speed clutch 53 as a multi-disc friction clutch provided on the input shaft 37. A gear shift output gear 56 is integrally attached to the output side hub 55, a gear shift output gear 56 is integrally attached to the gear shift shaft 51, and a first gear clutch 57 as a multi-disc friction clutch is provided to the input shaft 37. Fast axis 58
, a forward rotation shaft 60 similarly provided with a forward rotation clutch 59 and an output shaft 62 similarly provided with a reverse rotation clutch 61 are supported in parallel, and a first speed drive gear 63 integrally attached to the input shaft 37 is connected to the first speed stage. It meshes with a first speed driven gear 65 integrated with a clutch carrier 64 on the input side of the clutch 57, and the above-mentioned speed change output gear 56 is rotatably connected to a first speed shaft 58 at a hub 66 on the output side of the first speed clutch 57. a 1st speed output gear 68 integrally attached via a supported cylindrical output shaft 67;
A forward rotation input gear 71 is integrally attached to a hub 69 on the input side of the forward rotation clutch 59 via a cylindrical input shaft 70 rotatably supported on a forward rotation shaft 60, and a reverse rotation clutch 61.
A clutch carrier 75 on the output side of the normal rotation clutch 59 is engaged with a reverse rotation input gear 74 attached to a hub 72 on the input side of the output shaft 62 via a cylindrical input shaft 73 rotatably supported on the output shaft 62 . The forward rotation drive gear 76 integrated with the
It is configured to mesh with a normal rotation driven gear 77 that is integral with the output shaft 62.

The above-mentioned multi-disc friction clutches are engaged and disengaged by fitting one clutch plate into a spline on the inner circumference of the clutch carrier so as to be slidable in the axial direction, and one clutch plate fitting into a spline on the outer circumference of the hub so as to be able to slide in the axial direction. It has a known structure in which the clutch plates are arranged alternately and are fitted into and removed from the clutch carrier by an annular clutch piston that is slidably inserted in the axial direction by hydraulic pressure and a return spring.

The operation of the transmission of the present invention constructed as described above will be explained with reference to FIG.

The torque converter 39 shown in FIG. 1 has a three-stage turbine wheel 47 configuration that can obtain a large stall torque. Therefore, the stator 48 also has two stages. or,
A rotational speed detector (not shown) is provided on the output shaft 62 of the transmission 36 and the output side of the diesel engine 34, and provides a signal detecting the output shaft rotational speed and engine rotational speed corresponding to the vehicle speed to the controller, There is a configuration that automatically controls a clutch switching solenoid valve that supplies clutch operating pressure oil to each clutch and an electronic governor that operates the throttle of the engine.

When starting the vehicle, first put the engine 34 in an idling state, then engage either the forward rotation clutch 59 or the reverse rotation clutch 61 according to the direction of travel of the vehicle, and then engage the speed change clutch 38 and start the engine. 34 (output from the engine 34 is increased from the input shaft 37 to the transmission clutch 38, the torque converter 39, the freewheel 50, the transmission shaft 51, and the transmission output gear 56) Forward rotation input gear 71 of rotation clutch 59 or reverse rotation input gear 74 of reverse rotation clutch 61
A joint pressure for the second gear is formed between the two clutches, and the rotation for the second gear shift operation is output to the output shaft 62 via either one of the engaged clutches.

Next, when the vehicle speed reaches a predetermined value under this shift operation and the controller receives the detection signal, it issues an idling command to the engine 34, disengages the shift clutch 38, and then inputs the first gear clutch 57. In order to synchronize the side rotation speed and the output side rotation speed, the rotation speed of the engine 34 is adjusted by the controller, the 1st gear clutch 57 is engaged, and the output of the engine is increased again.
7 to 1st speed drive gear 63. 1st speed driven gear 65. 1st speed clutch 57. 1st speed output gear 68, transmission gear 56,
Similarly, the rotational speed of the directly coupled first speed given by the combined pressure of the gears 63 and 65 is output to the output shaft 62.

Furthermore, under this direct-coupling 1st speed operation, the vehicle speed reaches a predetermined value,
When the controller receives the detection signal, the engine 34 is set to idling, and the first gear clutch 57 is disengaged.
After that, the rotation speed of the engine 34 is adjusted by the controller to synchronize the input side rotation speed and the output side rotation speed of the 2nd speed clutch 53, the 2nd speed clutch 53 is engaged, and the output of the engine 34 is increased again. , the input shaft 37 and the speed change shaft 51 are directly connected, and the output of the engine 34 is transmitted from the input shaft 37 to the output shaft 62 via the second speed clutch 53 and the speed change output gear 56 in the same manner as in the case of the second speed change operation. The rotation of the direct-coupled second gear is outputted, and the vehicle speed gradually increases until it reaches the maximum speed.

(Effects of the Present Invention) The present invention provides a mechanism for adjusting the output rotational speed of a diesel vehicle transmission through a torque converter so that the output rotation speed becomes 2nd gear, and the input gear of a forward rotation clutch or a reverse rotation clutch. By using a simple structure with fixed joint pressure, the output torque at the time of starting is smaller than the joint pressure corresponding to the conventional 1st gear, which reduces the traction force and the adhesive force between the wheels and the rail. This makes it possible to maintain a larger difference in speed than in the conventional case, thereby preventing the wheels from spinning and greatly extending the wear life of the wheels.

In addition, in the engagement of the L linked shaft and the 2nd gear shaft, conventionally the shifting operation was performed in the 1st gear, so the combined pressure of the gears on the output side of the 1st gear clutch and the 2nd gear clutch was adjusted to the 1st gear. As shown in Figure 4, due to the diameter of the gear, it was not possible to directly engage the input gear of the forward clutch and reverse clutch, so it was decided to engage it through another gear. Become. On the other hand, in the case of the present invention, as shown in FIG. 1, the gears are engaged in the output side of the first gear clutch and the second gear clutch, so that the diameters of the gears engaged on the output side can be made to be the same. As a result, this gear can be directly engaged with the input gear of the forward clutch and reverse clutch, and as a result, the number of gears can be reduced by one compared to the conventional one, reducing manufacturing costs. This also has the effect of making the configuration more compact.

[Brief explanation of the drawing]

Figure 1 shows a simple configuration of the diesel transmission of the present invention, Figure 2 shows the relationship between vehicle traction force and adhesive force between wheels and rails with respect to vehicle speed, and Figure 3 shows the relationship between vehicle speed and running speed. The distance relationship and FIG. 4 illustrate the simple structure of a conventional diesel vehicle transmission. 34...Diesel engine, 35...Elastic joint, 36
... Transmission, 37... Input shaft, 38... Speed change clutch, 39... Torque converter, 43... Impeller wheel, 47... Turbine wheel, 49.62
...Output shaft, 50...Freewheel, 51...
Gear shift shaft, 52...Transmission, 53...2
Gear clutch, 56...shift output gear, 57...1
Gear clutch, 58...1st speed shaft, 59...Forward rotation clutch, 60...Forward rotation shaft, 61...Reverse rotation clutch, 6
3...1st speed drive gear, 65...1st speed driven gear, 68
...1st speed intermediate gear, 71...Normal rotation input gear, 74.
...Reverse rotation input gear, 76...Forward rotation intermediate gear, 77...
・Normal rotation intermediate gear flat gear 2nd. figure

Claims (1)

[Claims] 1. From the diesel engine (34) to the input shaft (37) of the transmission (36) via the flywheel and elastic joint (35)
), and this input shaft (37) is connected to a speed change clutch (
38) and a torque converter (39) are installed coaxially, the input side of this speed change clutch (38) is integrally attached to the input shaft (37), and the output side is attached to the impeller wheel (43) on the input side of the torque converter (39). ) and the turbine wheel (47) on the output side of this torque converter (39).
A cylindrical output shaft (49) integral with the freewheel (
The input shaft (37) and the speed change shaft (51) are connected to the transmission (50) so as to be rotatable in one direction.
52), and the input shaft (37) and the transmission shaft (51) are integrally connected to the input side and output side of the second gear clutch (53), respectively, and the input shaft (37)
1 speed shaft (58), normal rotation shaft (60) and output shaft (
62) are supported in parallel, and the first speed drive gear (63) is integrally attached to the input shaft (37), and the first speed drive gear (63) is connected to the input side of the first speed clutch (57) provided on the first speed shaft (58). A 1st gear clutch (57) meshes with the integrated 1st gear driven gear (65) and is attached to the gearshift output gear (56) that is integrally attached to the gearshift shaft (51).
A normal rotation clutch (68), which is integrated on the output side of the
59) and a forward rotation intermediate gear that is integrally attached to the output side of the forward rotation clutch (59) and meshes with the forward rotation input gear (71) and the reverse rotation input gear (74) that are integral with the input side of the reverse rotation clutch (61). (76) is meshed with a forward rotation output gear (77) integrally attached to an output shaft (62). 2. In the diesel vehicle transmission according to claim 1, when starting the vehicle, either the forward rotation clutch (59) or the reverse rotation clutch (61) is engaged according to the direction of travel, and then, First, the transmission clutch (38) is engaged, and the power from the engine (34) is transferred from the transmission clutch (38) to the torque converter (39), the transmission shaft (51), the transmission output gear (56), and the transmission output thereof. From the forward rotation input gear (71) or reverse rotation input gear (74) that meshes with the gear (56), the rotation speed of the second gear is transmitted to the output shaft (62) via the forward rotation clutch (59) or reverse rotation clutch (61). Then, when the predetermined vehicle speed is reached through this variable speed operation,
Disengage the speed change clutch (38) and shift to the 1st gear clutch (5).
7) and connect the 1st speed drive gear (63) from the input shaft (37).
), 1st speed driven gear (65), 1st speed clutch (57),
From the 1st speed intermediate gear (68) and the variable speed output gear (56),
Similarly, the rotational speed of the directly coupled 1st gear is transmitted to the output shaft (62), and when a predetermined vehicle speed is reached through this direct coupled 1st gear operation, the 1st gear clutch (57) is disengaged and the 2nd gear is disengaged. The gear clutch (53) is engaged, and the rotational speed of the directly coupled 2nd gear is transferred from the input shaft (37) to the 2nd gear clutch (53) and the gear change output gear (56) in the same manner to the output shaft (62). A method of controlling a transmission for a diesel vehicle, characterized in that the transmission is controlled so that the respective outputs are controlled.