JPS6182052A - Controller for always meshing type automatic transmission - Google Patents

Abstract

PURPOSE:To reduce the load of power source for car by preventing the engine stop by allowing the electric conduction of an electric power source for car and an ignitor even if a key switch is turned OFF, when speed change stage is not at neutral position. CONSTITUTION:A key switch 7 is set to OFF position, and it is judged that speed change stage is at neutral position or not. In case of neutral position, an engine E is set OFF. In case of no-neutral position, a shift actuator 3 and a selecting actuator 4 are controlled for output operation so that the speed change stage is set at neutral position, and the speed change to the next step is performed, and therefore, the engine is not stopped, and the load of power source for car is reduced.

Description

[Detailed description of the invention] [Industrial application field 1 The present invention relates to a control device for a constant mesh automatic transmission.

[Prior Art] When automating a constant mesh transmission, an electric motor drives a hydraulic pump to generate hydraulic pressure.

This hydraulic pressure is supplied and discharged to automatically drive the clutch actuator, transmission shift and select actuator.

In vehicles equipped with such automatic transmissions, when starting the engine, it is necessary to release the clutch or keep the automatic transmission in the neutral state (neutral state), and generally the engine cannot be started unless the shift lever is set to N or P. The configuration is such that it cannot be performed. However, when the vehicle is running in the D range, etc., and the vehicle is stopped in the D range and the engine is turned off (OFF), the automatic transmission normally remains in 1st gear, and then when trying to start the engine again, the shift lever is pressed. Even if the shift lever is set to N or P, there is no mechanical connection between the shift lever and the automatic transmission, so the automatic transmission remains in the 1st speed state, and the engine cannot be started in this state. Conventionally, when starting an engine,
In response to the engine start operation using the key switch, the electric motor of the hydraulic pump for operating the actuators is first driven by the vehicle's power source (battery) to generate hydraulic pressure and drive each actuator to release the clutch or automatically shift gears. The aircraft was placed in neutral and then the starter was turned to start the engine.

[Problems to be Solved by the Invention] However, in this method, when starting the engine, a time delay occurs between the key switch operation and the engine starting. Furthermore, before starting the engine, the vehicle power source must be used to drive the electric motor of the hydraulic pump in addition to driving the starter, which increases the load on the vehicle power source.

The present invention provides control for a constant-mesh type automatic transmission that energizes the vehicle power supply and ignition device to prevent the engine from stopping even if the key switch is turned off when the gear position of the automatic transmission is not in the neutral position. The purpose is to provide equipment.

[Means for Solving the Problems] The control device for a constantly meshing automatic transmission of the present invention comprises gears that are rotatably supported by a plurality of transmission shafts arranged in parallel and are always in mesh with each other, and these gears and the transmission shaft. A synchronized mesh device that engages and disengages the connection between
A selection mechanism having predetermined speed selection positions such as forward (N) and forward (D), and vehicle running conditions such as vehicle speed, throttle opening, and speed selection position of the selection mechanism are input, and the drive means is controlled to control the vehicle. It has an electronic control circuit that achieves multiple forward and reverse gear trains and neutrality depending on driving conditions, and a key switch that controls communication between the vehicle power source and the ignition device to stop and start the engine. In a control device for a vehicle equipped with a constant-mesh type automatic transmission, a neutral off switch is provided that connects the vehicle power source and the ignition without going through the key switch, and the electronic control circuit is connected to the automatic transmission. When the vehicle is stopped with the gear position set to a position other than the neutral position, and the driver operates the key switch to stop the engine, the neutral off switch is turned on for a certain period of time and the vehicle power supply is switched on. The ignition device is energized to continue operating the engine until the constant mesh automatic transmission becomes neutral.

[Operations and Effects of the Invention] With the above configuration, the control device for a constant mesh automatic transmission of the present invention has the following operations and effects.

A neutral off switch is provided that connects the vehicle power source and the ignition device without using a key switch, and the electronic control circuit is configured to stop the vehicle when the automatic transmission gear position is set to a position other than the neutral position. When the driver operates the key switch to stop the engine, the neutral off switch is turned on for a certain period of time, energizing the vehicle power supply and ignition system, and the engine operating state is always controlled by the mesh automatic transmission. Since the operation continues until the vehicle becomes neutral, the engine can continue to operate even when the key switch is set to 0FFL, so the load on the vehicle power source can be reduced and the durability of the vehicle power source can be improved.

[Embodiment] A control device for a constant mesh automatic transmission according to the present invention will be described based on an embodiment shown in the drawings.

FIG. 1 shows an automatic transmission for a front engine, front drive vehicle using a free unit coupling used in one embodiment of the present invention.

This vehicle transmission includes a starting device 100, a constant-mesh type automatic transmission Ia 200 for five forward speeds and one reverse speed, a differential MIt 250, and a transmission case 300 housing these.

The starting device 100 includes a free unit coupling (hereinafter referred to as the coupling) 110, a power cutoff clutch (hereinafter referred to as the clutch) 130 of a power cutoff device provided inside the free unit coupling 110, and a power cutoff clutch (hereinafter referred to as the clutch) 130 provided on the inside of the free unit coupling (hereinafter referred to as the coupling), and a power cutoff clutch 130 provided on the outer periphery of the coupling 110. In the embodiment, a direct coupling clutch 150 and a coupling 110 are provided on the engine (the right side in the figure, hereinafter referred to as the right side).
It consists of an oil pump 170 provided between an input member and an output member, and a servo mechanism 190 for releasing and engaging the clutch 130.

The coupling 110 is connected to an input shaft 101 of a starting device 100 connected to a crankshaft of an engine E (shown in FIG. 2).
(shown in Figure 2)
1. An annular plate-shaped rear cover 110A welded on the outer periphery to the front cover 111, a pump blade 113 provided around the inner peripheral wall surface of the rear cover 11OA, and a turbine blade 11 disposed opposite to the pump blade 113.
4, and a turbine runner 115 holding the turbine blade 114. The front cover 1
Automatic transmission fi 200 in the center of 11 (left side in the illustration)
The tip of the left side (hereinafter referred to as the left side) is the drive shaft 106 of the oil pump 170, and the middle is a disk plate holding shaft 107 that supports the oil pump cover 177 fixed to the oil pump 170 so as to be slidable in the rotational direction. The center @108 is marked. Also, front cover 1
A friction engagement surface 1 perpendicular to the axis is provided on the outer circumference of the inner wall of 11.
A cylindrical portion 111B in which 11A is formed is continuously provided.

The clutch 130 has its left spring end connected to the turbine runner 11.
Direct coupling clutch input rear damper plate (hereinafter referred to as rear damper plate) 15 which is welded to the hub-shaped part 116 of No.
8B, and a damper spring 15 is attached to the tip on the right side.
7 and a front damper plate 158 on the right side of the tip.
Clutch 1 is rotatably supported via a backing plate 161 and a thrust bearing 160 attached to the front cover 111 on the right side of the center.
30 and a cylindrical clutch plate case 134 which is welded to a direct coupling clutch output damper disk (hereinafter referred to as disk) 158A and has an inner spline 133 formed on its inner periphery, and the output shaft 103 of the starting device 100. Hub part 1 spline-fitted to
35, a clutch hub portion 131 having an outer spline 136 formed at a position corresponding to the inner spline 133 of the clutch plate case 134, and the hub portion 135;
and a disc portion 138 that connects the clutch hub portion 137.
a plurality of clutch plates 141 whose outer peripheries are spline-fitted to the clutch plate case 134; and a plurality of clutch plates 141 whose inner peripheries are spline-fitted to the clutch hub portion 137 of the clutch disc wheel 139, and 141 and clutch disks 142 stacked alternately.

The direct coupling clutch 150 has a friction retaining surface 111A formed on the inner peripheral surface of the front cover 111 and a rear damper plate 15.
It consists of a frictional engager 104 supported by 8B.

In this embodiment, an internal gear pump is used as the oil pump 170, and the oil pump cover 177 and the clutch disc wheel 1 are connected to each other within the clutch disc wheel 139.
39 and the disk portion 138. This oil pump 170 is fixed to the oil pump cover 177 at the outer periphery, and has an oil seal 17 attached to the tip small diameter portion 103B of the output shaft 103 of the starting device @ 100 at the inner periphery.
5, and the disk portion 138 of the clutch disk wheel 139 via the thrust bearing 176.
The oil pump body 17OA is in contact with the oil pump body 17OA, the internal gear 172 is rotatably fitted in a gear room provided on the side of the engine of the oil pump body 170A, and an internal gear 172 is spline-fitted to the tip of the central shaft 108. External gear 171 and oil passage 103 formed at the center of output shaft 103
It consists of a suction port 174 connected to A and communicating between an oil pump cover 177 and a front cover 111.

The servo mechanism 190 of the clutch 130 includes a rod 191 connected to a clutch actuator 2 that is operated by automatic supply/discharge from a hydraulic control device to be described later, and a rod 1
a release fork 192 rotated around a fulcrum 193 by a release fork 191; a bearing 195 supported by a flange 194 abutting the release fork 192; and a sliding sleeve 1 fitted inside the bearing 195.
96, a diaphragm spring 191 whose inner peripheral edge is locked to the right spring end of the sliding sleeve 196;
a pressing ring 199 that is engaged with the outer peripheral edge of the diaphragm spring 197 and presses the clutch 130 via a thrust bearing 198;
The release and engagement of zero can be done manually or automatically.

The gear transmission 200 has a known configuration, and the starting device 1
The output shaft 103 of 00 is an input shaft, and the output shaft 20 is parallel to the input shaft.
1, and the input shaft (103) has first, second, third, fourth and fifth drive gears 21.
3.214.215.21G and 217 are integrally provided, and the respective drive gears 213.214.215.216 and 2', 1 are provided on the output shaft 20°1.
Driven gears 221.222.223.224 of 1st speed, 2nd speed, 3rd speed, 4th speed, and 5th speed that are always in mesh with
and 225 are rotatably fitted. Then, the two adjacent driven gears 221 and 222 are selectively connected to the output shaft 201 by first and second speed dog clutches 202, which are synchronized meshing devices, and the drive gear 21 is connected to the output shaft 201.
5.216 is similarly connected to the 3rd speed and 4th speed dog clutch 203 't' input shaft (1
03), and the drive gear 217 is similarly connected to the input shaft (1
03) 5th speed dog clutch 20 which is a synchronous meshing device
Further, a reverse driven gear 228 is provided so as to be selectively coupled at 4, and is further provided with a reverse driven gear 228 that meshes with the reverse drive gear 218 via an idler gear (not shown).

Also, the launch of output shirts 1-201 M@io.

is provided with an output gear 229, which meshes with the ring gear 251 of the differential mechanism 250,
As a result, output shaft 2 of automatic transmission @200
01 is transmitted from the ring gear 251 to the side gear 255 via the case 252, pinion shaft 253, and pinion 254, and further transmitted to the drive wheels via the axle 256.

This starting device 100 operates as follows.

The servo mechanism 190 of the clutch 130 automatically moves the rod 1
When 91 operates to the left in the figure, the release fork 19
2 rotates counterclockwise around the fulcrum 193 to displace the sliding sleeve 196 toward the engine via the bearing 195. This allows the sliding sleeve 196
causes the center of the diaphragm spring 197 to bulge out toward the engine, and the suppression ring 199 connected to the outer periphery of the diaphragm spring 197 is displaced to the left in the figure. This action releases the clutch 130. In this state, the power is cut off by the clutch 130, so that the automatic transmission 200 can perform a gear change operation.

When the rod 191 automatically moves to the right in the figure, the sliding sleeve 196 is moved against the diaphragm spring 19.
1, the pressing ring 199 is pushed against the engine, the clutch 130 is engaged, and the input shaft 101 and output shaft 103 of the starting device 100 are connected via the coupling 110. be done.

In this embodiment, a fluid coupling is used as the fluid transmission device, but a torque converter or the like may also be used. It goes without saying that it can also be used in other fluid transmission devices.

Next, the control device for the constant mesh automatic transmission of the present invention is
This will be explained based on the diagram.

In this embodiment, the automatic transmission 200 includes a plurality of constantly meshed gears, the automatic transmission 200 and the starting device 10.
A clutch 130 that engages and disengages the input shaft 101 of the automatic transmission 200, a clutch actuator 2 of the clutch 130, a first speed dog clutch, a second speed dog clutch 202, and a third
The 4th speed dog clutch 203, the 5th speed dog clutch 204, and the actuator that engages the reverse idler gear (not shown) with the input shaft (103), output shaft 201, and other reverse gears are automatically selected to move backward (R). , neutral (N), drive (D), S (second), and low (L), the hydraulic control device 8 is a power source consisting of a hydraulic pump 81 and a motor 82, a shift actuator 3, and a select actuator 4. a throttle actuator 5 that displaces the throttle valve 51;
, a vehicle speed sensor 61 that detects the vehicle speed, a throttle opening sensor 62 that detects the throttle opening, a clutch actuator displacement sensor 63 that detects the engagement and disengagement of the clutch 130 based on the displacement a of the clutch actuator 2, the shift actuator 3, and the select actuator. Gear position sensors 64 and 65 detect the gear position of the automatic transmission 200 based on the displacement amount of 4, stop (P>, reverse (R>), neutral (N), drive (D>, second (2),
a select lever setting position sensor 67 that detects the setting position of the select lever 91 having a low (L) setting position;
The ST position turns on the starter motor 11, the IG position turns on the ignition device 12 of the engine E and the motor 82 that drives the hydraulic pump 81 of the hydraulic control device 8, and the ACC position turns on other electrical components. , an electronic control circuit 6 which inputs signals such as the ST double signal of the key switch 7 having the OFF position [G signal, OFF signal, and a throttle valve displacement sensor 68 that detects the displacement amount of the throttle valve 51, and A control device 1 of a constant-mesh type automatic transmission that achieves five forward gears, one reverse gear, and a neutral gear train depending on the gear train, a hydraulic control device 8 that is the power source of the clutch actuator 2, and the select lever that is manually operated by the driver. A neutral off switch 10 is provided which connects a vehicle power source 73, an ignition 72, and an electronic control circuit 6 via a fuse 74 without using a key switch 1. .

As shown in FIG. 2, the clutch actuator 2 is provided in a metal cylinder 21, and has a piston 22 made of polyester fiber covered with a rubber-like elastic material secured thereto, and a coil spring 24 for return to the piston 22. pre-established,
The right end of the rod 191 is fixed to the center of the piston 22, and the space partitioned by the piston 22 and cylinder 21 forms an oil chamber 23, and the space partitioned by the piston 22 and cylinder 21 forms an air chamber 25. It will be configured. The oil chamber 23 is connected to an oil path 8C from the hydraulic control device 8.

The shift actuator 3 and the select actuator 4 have a first speed second speed shifter oak 31, a third speed fourth speed shifter oak 32, and a fifth speed reverse shifter oak 3 at their tips.
3 and has a rod 34.44 driving the first
An oil chamber and a second oil chamber are provided, and the normal setting position is when the pressure oil is discharged from the first and second oil chambers, pressure oil is supplied to the first oil chamber, and the second oil chamber is Three setting positions: the first setting position is when the pressure oil is exhausted from the first oil chamber, and the second setting position is when the pressure oil is exhausted from the first oil chamber and supplied to the second oil chamber. and are in communication with oil passages 8A and 8B, respectively.

The hydraulic control 211 device 8 is turned on when the electronic control circuit 6 inputs an IG low signal or the ON signal of the neutral off switch 10, and controls a motor 82 that drives a hydraulic pump 81, a hydraulic power source 83, a clutch actuator 2, and a shifter. It consists of oil passages 8A18B and 8C that supply pressure oil to the actuator 3 and select actuator 4.

FIG. 3 shows an operation flowchart of the hydraulic system II till device 8 in the control device for the constant mesh automatic transmission of the present invention.

Set the key switch 7 to the OFF position (step S1), determine whether the gear is in the neutral position or not (step S2), and turn off the engine E when the gear is in the neutral position.
F (step 83>).

When it is not in the neutral position, an output is output to control the shift actuator 3 and the select actuator 4 so that the gear stage is in the neutral position, the gears are changed (step S4), and the process then proceeds to (step 83).

This embodiment provides the following effects.

B) Since the gear position is neutral when the engine is off, it is possible to start the engine even when the capacity of the vehicle power source is reduced.

Since the gear position is always neutral when the engine is off, the capacity of the vehicle's power source is reduced, allowing other vehicles to tow the vehicle if the engine cannot be started.

[Brief explanation of drawings]

FIG. 1 is a sectional view of a vehicle automatic transmission incorporating a control device for a constant mesh automatic transmission of the present invention, and FIG. 2 is a block diagram of the control device for a constant mesh automatic transmission of the present invention. FIG. 3 is a 7' flowchart of an electronic control device for a control device for a constant mesh automatic transmission according to the present invention. In the diagram 1... Control device for a constant mesh automatic transmission 2...
・Clutch actuator 3...Shift actuator 4...Select actuator 5...Throttle actuator 6...Electronic control circuit 1...
・Key switch 8... Hydraulic control device 3A... Drive means 9... Select mechanism 61... Vehicle speed sensor 62... Throttle opening sensor 63... Clutch actuator displacement m sensor 64.65... - Gear position sensor 67...Select lever setting position sensor 68...Throttle valve displacement sensor 100...
・Starting device 200...Constant mesh automatic transmission

Claims (1)

[Scope of Claims] 1) Gears that are rotatably supported by a plurality of transmission shafts arranged in parallel and are always in mesh with each other, a synchronized meshing device that connects and disconnects these gears and the transmission shaft, and the synchronized meshing device. The driving means is manually operated by the driver to park (P) and reverse (R).
a selection mechanism having predetermined speed selection positions such as , neutral (N), forward (D), etc.; and vehicle driving conditions such as vehicle speed, throttle opening, and speed selection position of the selection mechanism are inputted, and the driving means is controlled to control the vehicle. Continuously equipped with an electronic control circuit that achieves multiple forward and reverse gear trains and neutral depending on driving conditions, and a key switch that controls communication with the vehicle power source and ignition system to stop and run the engine. A control device for a vehicle equipped with a meshing automatic transmission, further comprising: a neutral off switch that connects the vehicle power source and the ignition device without the key switch; When the vehicle is stopped with the gear position set to a position other than the neutral position, and the driver operates the key switch while the engine is stopped,
A constant mesh automatic transmission characterized in that a neutral off switch is turned on for a certain period of time to energize a vehicle power source and an ignition device to continue operating the engine until the constant mesh automatic transmission becomes neutral. Control device. 2) The control device for a constant mesh automatic transmission according to claim 1, wherein the drive means includes a power source consisting of a motor and a hydraulic pump, a shift actuator, and a select actuator. .