JPH0914432A - Malfunction prevention device for transmission with power shift - Google Patents

Abstract

(57) Abstract: In a transmission with power shift, it is addressed that a power shift device malfunctions due to a slight shift operation of a shift operation system. A transmission (1) mounted on a vehicle
The input shaft 18, which is mounted on No. 1 and slides in response to a manual shift force, switches the air passage switching means 21 for selectively connecting the high pressure air passage r to the left and right high pressure chambers 23 and 24 of the power piston, thereby changing the high pressure. Power piston 19 receiving air
A power shift means 12 configured to shift actuate a shift fork 26 of the transmission 11,
Joint 22 of high pressure air path r of power shift means 12
An air tank 47 connected to the air tank 47 via an air supply path R,
It has a clutch booster 43 that opens the air supply path R in conjunction with the clutch disengagement operation of the vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a malfunction preventing device for a transmission with a power shift, which is mounted on a transmission of a vehicle and can boost a manual shift operation force.

[0002]

2. Description of the Related Art A vehicle needs to change its traveling mode in accordance with the road surface condition and the road conditions on which it is traveling, and it is necessary to transmit the engine output to the drive wheels in an optimum state each time.
The engine speed is changed by the transmission. In this transmission, the swing displacement of a shift lever which is switched by a manual operation of a driver is transmitted to a shift fork in the transmission directly or via a link, and a gear train facing the shift fork is switched to a desired gear stage. However, in the shift operation of the transmission, frictional resistance between the speed change members due to sliding of the speed change operation system is added as a reaction force, and it is necessary to transmit the speed change operation force to the shift knob against the reaction force including the frictional resistance. . In order to reduce this gear shift operation force, conventionally, a power shift device that boosts the gear shift operation force is known.

A vehicle equipped with this power shift device is
As shown in FIG. 8, a power shift device 2 mounted on the transmission 1, an air tank 3 for supplying high-pressure air to the power shift device 2, a control rod 4 for transmitting a manual shift operating force to the power shift device 2, And a shift lever 5 connected to the tip end side of the control rod. In this case, the control rod 4 interlocks with the shift lever 5 and causes the power shift device 2 to input an operating force. Then, in the power shift device 2, the input shaft that receives the manual operation force switches the air path to send high pressure air to the built-in power piston, and the shift operation force boosted by the power piston is transmitted to the shift fork of the transmission 1 via the output shaft. In addition to the side, the shift operation is performed, and the shift operation of the transmission can be performed with a relatively small manual operation force.

An example of such a transmission with power shift is disclosed in Japanese Patent Application Laid-Open No. 1-216148.

[0005]

By the way, a transmission with a power shift shifts with a relatively light operating force. Therefore, when the transmission is in the neutral stage, the engine speed is idling, and the vehicle is in a stopped state such as waiting for a signal, it is assumed that the driver puts his hand on the shift knob and unconsciously slightly moves the shift lever. In this case, a slight swinging operation of the shift lever slightly moves the input shaft of the power shift device 2. Then, the booster operates to press the synchro mechanism of the gear train in which the shift fork opposes one shift speed side on the shift line at that time. In this case, if the clutch is in the contact state, the synchronizing mechanism may continue to rotate and may cause seizure, which deteriorates the durability of the transmission and has been a problem.

Further, when the speed change operation system such as the control rod moves in the shift direction due to the vibration of the vehicle body or the like during traveling, the power shift device 2 may be actuated and the gear may be disengaged.
It is a problem. It is an object of the present invention to provide a malfunction prevention device for a transmission with a power shift, which can prevent the power shift device from malfunctioning due to a slight shift operation of a shift operation system.

[0007]

In order to achieve the above-mentioned object, the invention of claim 1 uses a high pressure by an input shaft which is mounted on a transmission mounted on a vehicle and which slides by receiving a manual shift force. Switching the air passage switching means that selectively connects the air passage to the left and right high pressure chambers of the power piston,
The power piston that receives high-pressure air is configured to shift the shift member of the transmission, and the high-pressure air that is connected to the inflow portion of the high-pressure air passage of the power shift means through the air supply passage. And a normally-closed opening / closing means that opens the air supply path in conjunction with a clutch disengagement operation of the vehicle.

According to a second aspect of the present invention, in the malfunction prevention device for a transmission with power shift according to the first aspect, the opening / closing means is a clutch booster device for switching the clutch of the vehicle.

According to a third aspect of the present invention, in the malfunction prevention device for a transmission with a power shift according to the first aspect, the opening / closing means opens the air supply passage with a clutch sensor that outputs a disconnection output of the clutch and the disconnection output. It is characterized by comprising an on-off valve.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION A malfunction prevention device (hereinafter referred to as a malfunction prevention device) 10 of a transmission with a power shift shown in FIG. 1 is mounted on a transmission 11 in a power transmission system of a vehicle (not shown). This transmission 10 is a transmission 11 with a forward / rearward 5 step backward 1 step synchro mechanism, and a power shift device 12 is mounted on an upper portion of a housing 111 thereof.

As shown in FIGS. 1 and 2, the power shift device 12 includes a base portion 13 including a mounting portion 131 bolted to the transmission 11 and a tubular base portion 132, and a left tubular shape at the left end of the tubular base portion 132. The long tubular portion 14 fitted to the flange 133 and the right boss portion 13 at the right end of the tubular base portion 132.
4, a cylindrical output shaft 15 which is slidably fitted into the shaft 4, and a cylindrical flange 135 which is formed so as to extend to the tip side of the right boss portion 134.
Boot 16 to be fitted on the outside and tubular shifter rod 15
The control rod 17 is fitted to the sliding self-harm.
Of the input shaft 18 that is pin-connected to the end portion of the boot, the boot 18 that is externally fitted to the tubular end portion 141 at the tip of the long tubular portion 14, and the long tubular portion 1
4, a power piston 19 integrally attached to an output shaft 15 which is internally fitted, and an annular end portion of which is slidably in contact with an inner wall surface of the long tubular portion 14, and a tubular output shaft 15 which is slidably fitted. The straight pipe 20 integrated with the input shaft 18 and the pipe 2
The air passage switching means 21 is fitted onto the center of the pipe 0, and the L-shaped joint 22 forms the inflow portion of the high pressure air passage r when integrally connected to the end of the pipe 20.

There is a gap between the inner wall surface of the long tubular portion 14 and the outer wall surface of the output shaft 15, and the same portion is divided into two by the power piston 19 to form left and right high pressure chambers 23 and 24.

The striker 25 is integrally fitted on the output shaft 15 so as to face the tubular base 132. The striker 25 has a bulging portion 251 formed at a portion facing the transmission 11, and the shift fork 26 in the transmission 11 is connected to the bulging portion 251. One end (right end) of the input shaft 18 is pin-connected to one end of a control rod 17, and the other end of the control rod 17 is connected to a shift lever 28 via a link mechanism 27 supported by a vehicle body (not shown).

As shown in FIG. 2, a cap portion 29, which constitutes the other end (left end) of the input shaft 18, is loosely fitted to the tubular portion 30 integrally connected to the central inner wall of the output shaft 15. The cap portion 29 is integrally connected to the right end of the pipe 20. Output shaft 15
On the inner wall on the left side of the tube portion 31, the plate 32, the end portion tube portion 3
3 are sequentially connected integrally, and the pipe 20 is loosely fitted inside them so as to be relatively displaceable.

A pair of left and right valve lifters 34 and 35 are integrally attached to the central portion of the pipe 20, and a pair of valve seals 3 are provided between the pair of valve lifters 34 and 35.
6, 37 are provided, and both hold the second spring 38.
Further, the pair of valve seals 36 and 37 are loosely fitted in the tubular valve seat 39, and the left and right ends of the valve seat 39 are provided with the third first springs 40 and 41 via the pair of valve lifters 3 respectively.
It is pinched by 4,35. Here, both center ends of the pair of valve lifters 34 and 35 are both valve seats 39.
The valve seals 36 and 37 can be pushed toward the center side when they enter.

An air supply passage R is connected to an L-shaped joint 22 forming an inflow portion of the high pressure air passage r. A clutch booster 43 as a normally-closed opening / closing means is provided in the air supply path R.
Is installed, and a relay valve 45 is installed in the high pressure chamber 44 of the device.
An air tank 47 is connected via the poppet valve 46.

As shown in FIG. 3, the clutch booster 43 is provided.
Has its base 48 supported by the vehicle body, and has a power cylinder 49 on one side of the base 48 and a hydraulic cylinder 50 on the other side.
And the valve casing 51 is mounted integrally. The power cylinder 49 urges the power piston 52 to retract by a return spring 53, and connects the high pressure pipe 54 and the bent pipe 55 forming the air supply path R to the high pressure chamber 44 opposite to the spring chamber 531. The tip of the rod 521 of the power piston 52 is in contact with the hydraulic piston 56, and one end of the push rod 57 is fitted into the hydraulic cylinder 50 into which the piston is fitted. As shown in FIG. 1, the tip of the push rod 57 is pin-coupled to a clutch release lever 58 for connecting and disconnecting the clutch 59.

The hydraulic cylinder 50 has a base portion 48.
The clutch master cylinder 60 is connected via an oil passage 61 (not shown) so that high-pressure oil from the clutch master cylinder 60 is transmitted to the hydraulic cylinder 50 when a clutch pedal (not shown) is depressed. The valve casing 51 includes a relay valve 45 that operates by receiving high-pressure oil in the oil passage 61, a diaphragm 62 that divides the air chamber 64 and the control chamber 65, a cylindrical member 63 supported in the center of the diaphragm 62, and a control chamber 65.
And a high-pressure chamber 66 that communicates with the air tank 47 side, and a poppet valve 46 that opens and closes. The air chamber 64 communicates with the spring chamber 531 and also with an exhaust port (not shown). The control chamber 65 communicates with the high pressure chamber 44 via the bent pipe 55.

Therefore, when the relay valve 45 presses the tubular member 63 and the poppet valve 46 against the elastic force of the spring by depressing the clutch pedal (not shown), the high pressure chamber 66 is controlled by the control chamber 65 and the bent pipe 55. ,
High-pressure air is supplied to the high-pressure chamber 44, and the power piston 5
2 is driven against the elastic force of the return spring 53, and the clutch 59 can be disengaged via the hydraulic piston 56, the push rod 57, and the clutch release lever 58. When the clutch pedal is released, the relay valve 45,
The cylindrical member 63 and the poppet valve 46 are returned and actuated by the elastic force of the spring, the high pressure chamber 66 is cut off from the control chamber 65, the cylindrical member 63 communicates the air chamber 64 and the control chamber 65, and the high pressure chamber 66 and the spring. Room 53
1, the high pressure air is removed from the exhaust port (not shown), the power piston 52 returns by the elastic force of the return spring 53, and the hydraulic piston 56 and the push rod 5
7. The clutch release lever 58 returns and operates, and the clutch 59 returns to the contact state.

The operation of such a malfunction prevention device for a transmission with power shift will be described. When the vehicle is traveling, the driver shifts the shift lever 28 by depressing a clutch pedal (not shown) to change gears.
In this case, the clutch 59 is operated to connect / disconnect the clutch by the action of the clutch booster 43, and the high pressure chamber 44 is operated during the clutch disconnection.
Of the high pressure air is transmitted through the air supply passage R to the joint 22 forming the inflow portion of the high pressure air passage r. When the shift lever 28 is operated to shift while the clutch pedal is stepped on, the shift operation force is transmitted to the input shaft 18 and moves the pipe 20 in the direction of the arrow shown in FIGS. 2 and 5, for example. As a result, the left valve lifter 34 compresses and deforms the third spring 40 and contacts the left valve seal 36 to move it to the right.

As a result, the space t between the left valve seal 36 and the left side wall of the valve seat 39 is opened. Then, through the high pressure air passage r, the valve seat 39 is opened from the opening 201 of the pipe 20.
The high-pressure air that had been added to the next air chamber a was left valve seal 3
6 through the left side wall of the valve seat 39, through the central hole 42
It reaches the next air chamber b, and is further supplied to the left high-pressure chamber 23 via the through hole 151 of the output shaft 15. As a result, the power piston 19 and the output shaft 15 integrated with the power piston 19 move to the right, the striker 25 integrated with the output shaft 15 shifts the shift fork 26 in the transmission 11, and the shift operation is air boosted. Achieved above. Immediately after this, when the shift is completed and the shift operation force from the shift lever 28 is removed, the pipe 20 moves leftward by the elastic force of the third spring 40 together with the left valve lifter 34, as shown in FIG. A slight movement causes the tip of the left valve lifter 34 to separate from the left valve seal 36, and the gap in the central hole 42 of the valve seat 39 is enlarged.

As a result, the air in the left high-pressure chamber 23 passes through the through hole 151, the secondary air chamber b, and the central hole 42, and then the gap between the valve lifter 34 and the pipe 20, and between the pipe 20 and the member on the output shaft 15 side. The discharge path EX consisting of the gap of
High pressure air is eliminated. This allows the power piston 1
9 side output shaft 15, striker 25, shift fork 2
6 removes the shift actuating force and disengages from the gear train in the transmission 11. Thereafter, when the clutch depression is released, the high pressure air transmitted to the joint 22 through the air supply path R is cut off by the clutch booster 43, and the air boosting operation of the power shift device 12 is deactivated and the manual shift operation is performed. Only the force can be transmitted to the transmission, which prevents erroneous shift operations due to vibration or the like.

Even when the shift lever 28 is operated in the direction opposite to the direction shown by the arrow in FIG. 3 when the clutch pedal is depressed, the air-enhanced shift operating force is similarly transmitted to the shift fork 26, and the shift operation is performed by the air. It is achieved after being boosted. On the other hand, it is assumed that the vehicle is stopped in the idle operation state, such as waiting for a signal. At this time, it is assumed that the shift lever 28 is erroneously operated in the shift direction by the driver. In this case, there is no intention to start, the clutch is inactive (contact), the air supply passage R is shut off by the clutch booster 43, and high pressure air is supplied to the joint 22 via the air supply passage R to the power shift device 12. Not supplied.

Therefore, even if the driver unintentionally erroneously operates the shift lever 28 in the shift direction, the shift fork of the transmission 11 that is not boosted by air cannot be shifted by such unconscious shift force. Therefore, even if the idle rotation is transmitted to the transmission 11 by the clutch contact, the synchro mechanism does not move in the sliding contact direction, and it is possible to prevent the synchro mechanism from burning. The malfunction prevention device 10 of FIG. 1 uses the clutch booster 43 as the opening / closing means, but instead of this,
The malfunction prevention device 10a may be configured as shown in FIG. This malfunction prevention device 10a has the same configuration as that of the malfunction prevention device 10 of FIG. 1 except for the opening / closing means, and a duplicate description will be omitted here.

The opening / closing means here is a clutch sensor 71 which issues a disconnection signal S1 when the clutch pedal 70 is depressed.
And a normally closed electromagnetic on-off valve 72 that opens the air supply path R,
An electromagnetic on-off valve 72 that opens the air supply path R in response to a drive circuit 73 that outputs a disconnection output D to the electromagnetic on-off valve 72 according to the disconnection signal S1. Like the device of FIG. 1, the malfunction preventing device 10a can facilitate the shift operation by the air boost only when the clutch pedal 70 is stepped on.
At times other than when 0 is depressed, the air boosting force can be canceled to prevent an erroneous shift operation due to an erroneous shift lever operation. In addition, here, in particular, a well-known clutch sensor 71 can be used, and the air supply passage R
It is also relatively easy to attach the electromagnetic on-off valve 72 to a position in the middle of the high-pressure air pipe 74, which has the advantage of facilitating the implementation of the device.

[0026]

As described above, according to the first aspect of the present invention, the power shifting means mounted on the transmission switches the air passage switching means by the input shaft that slides in response to the manual shift force, thereby increasing the high pressure. The air passage is selectively connected to the left and right high-pressure chambers of the power piston, and the power piston that receives the high-pressure air shifts the shift member of the transmission so that the inflow part of the high-pressure air passage of the power shift means is operated against the high-pressure air source. Since the normally-closed opening / closing means is connected through the supply passage and is interlocked with the clutch disengagement operation to open the air supply passage, the power piston receiving the high pressure air shifts the transmission shift member only when the clutch disengagement operation is performed. Therefore, when the clutch is not disengaged, the power shift device can prevent the malfunction without boosting the shift operation, and can prevent the durability of the transmission from being deteriorated due to the malfunction and the disengagement of the gear during traveling.

According to a second aspect of the present invention, in the malfunction preventing device for a transmission with a power shift according to the first aspect, particularly, since the opening / closing means is a clutch booster for switching the clutch of the vehicle, the clutch is disengaged. A power piston that receives high-pressure air shifts a shift member of a transmission only when boosting a clutch booster. Therefore, the existing means of the clutch booster can be used as it is as the air path switching means, the cost increase of the apparatus can be suppressed, and the mountability can be facilitated.

According to a third aspect of the present invention, in the malfunction prevention device for a transmission with a power shift according to the first aspect, in particular, the opening / closing means opens and closes the air supply path by a clutch sensor which outputs a clutch disconnection output. Since it is composed of a valve, the power piston that receives high-pressure air reliably shifts the shift member of the transmission only when the clutch is disengaged. Therefore, the on-off valve can be easily attached to the air supply passage, and the attachability is improved.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a malfunction prevention device for a transmission with a power shift according to an embodiment of the present invention.

FIG. 2 is a partially enlarged cross-sectional view of the power shift device used in the malfunction prevention device of FIG. 1 when air is supplied.

FIG. 3 is an enlarged sectional view of a clutch booster used in the malfunction prevention device of FIG.

4 is a partially enlarged cross-sectional view of the power shift device used in the malfunction prevention device of FIG. 1 when air is released.

5 is a partially enlarged cross-sectional view of the air passage switching means used in the power shift device in FIG. 1 when the air passage is closed.

6 is a partially enlarged cross-sectional view of an air passage switching unit used in the power shift device in FIG. 1 when the air passage is opened.

FIG. 7 is an overall schematic configuration diagram of a malfunction prevention device as another embodiment of the present invention.

FIG. 8 is an overall schematic configuration diagram of a conventional device.

[Explanation of symbols]

 10 Malfunction Prevention Device 10a Malfunction Prevention Device 11 Transmission 12 Power Shifting Means 13 Base 132 Cylindrical Base 18 Input Shaft 19 Power Piston 21 Air Path Switching Means 22 Joint 23 Left and Right High Pressure Chambers 24 Left and Right High Pressure Chambers 26 Shift Fork 43 Clutch Boost Device 47 Air tank 70 Clutch pedal 71 Clutch sensor 72 Electromagnetic on-off valve r High pressure air passage R Air supply passage S1 Disconnection signal

Claims (3)

[Claims] 1. An air passage switching means which is mounted on a transmission mounted on a vehicle and which selectively connects a high pressure air passage to left and right high pressure chambers of a power piston by an input shaft which slides by receiving a manual shift force. The power piston that receives the high pressure air after switching is connected to the power shift means configured to shift the shift member of the transmission and the inflow portion of the high pressure air passage of the power shift means via the air supply passage. A malfunction prevention device for a transmission with a power shift, comprising: a high-pressure air source; and a normally-closed opening / closing means that opens the air supply path in conjunction with a clutch disengagement operation of the vehicle. 2. The malfunction preventing device for a transmission with a power shift according to claim 1, wherein the opening / closing means is a clutch booster device for switching a clutch of the vehicle. 3. The transmission with a power shift according to claim 1, wherein the opening / closing means comprises a clutch sensor for outputting a disconnection output of the clutch and an opening / closing valve for opening the air supply path by the disconnection output. Malfunction prevention device.