JPH0522938U - Transmission control device - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a transmission control device which can reduce the number of parts while changing gears of a transmission by an actuator as in the past and which is advantageous in vehicle mounting, cost and reliability. . In a transmission control device 100 that shifts gears of a transmission 2 by operating a shift lever 1, a control valve 3 that selectively delivers hydraulic pressure according to an operating direction of the shift lever 1 is connected to the shift lever 1. The transmission 2 receives the hydraulic pressure from the control valve 3.
A power cylinder 4 that generates an operation force in a direction necessary for gear change is connected to the transmission 2.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a transmission control device that controls the operation of a hydraulic actuator to perform gear change of a transmission.

[0002]

[Prior Art]

 Conventionally, in a large vehicle such as a bus, a transmission control device has been put into practical use, in which an actuator is used to drive the transmission to reduce the shift operation force in order to reduce the burden of the operation force applied to the driver during a shift change. (See “Automotive Technology” Vol. 40, 1327, published by Japan Society of Automotive Engineers, October 1986). In the transmission device described here, when the driver steps on the clutch and operates the shift lever, the shift switch provided in the housing is turned on, and an electric signal is sent from the controller to each solenoid valve. Then, compressed air is supplied from the air tank to the select cylinder and the shift cylinder via the pressure reducing valve, whereby the select cylinder and the shift cylinder operate, and the gear shift operation of the transmission is performed. At this time, since the compressed air is also supplied into the housing, the shift lever receives a reaction force, and the driver is given a certain operational feeling.

When the shift is completed, the shift switch is turned off and the controller stops the electric signal of the solenoid valve, whereby the compressed air supplied to the housing is released, the operation of the shift lever is permitted, and the shift is completed. A sense of moderation is given to the driver.

As a transmission control device having a sensor that detects the operation of the shift lever as described above and a controller that receives a signal from the sensor and controls the actuator, the applicant of the present application previously filed I have applied for the invention of No. 2-061521.

[0005]

[Problems to be solved by the device]

 However, in such a conventional transmission control device, in addition to the actuator that gives the operation force to the transmission, the sensors that detect the operation of the shift lever and the signals from these sensors are sent to the actuator. It requires a feed controller and an electromagnetic valve to drive the actuator, and it has many parts that make up the transmission control device, which is disadvantageous for vehicle mounting, and is also disadvantageous in terms of cost and reliability. There was a problem.

The present invention has been made in view of the above-mentioned problems, and it is possible to reduce the number of parts while changing gears of a transmission by an actuator, which is the same as before, and is advantageous in vehicle mounting, cost and reliability. It is an object of the present invention to provide a transmission control device that can be used.

[0007]

[Means for Solving the Problems]

 Therefore, in the present invention, a control valve that generates a control fluid pressure according to the operation position of the shift lever and a fluid pressure actuator that receives the control fluid pressure from the control valve and changes the gear of the transmission are provided. It was decided to achieve the above objectives.

That is, in a transmission control device that changes gears of a transmission by operating a shift lever, a control valve that selectively delivers control fluid pressure according to the operating direction of the shift lever is connected to the shift lever. A fluid pressure actuator that receives a control fluid pressure from the control valve and generates an operation force in a direction necessary for the transmission gear change is connected to the transmission.

[0009]

[Operation] When the driver operates the shift lever, the control valve connected to the shift lever generates a control fluid pressure according to the operation position of the shift lever. Then, the fluid pressure actuator to which this control fluid pressure is supplied generates an operation force necessary for gear change of the transmission, and the gear change of the transmission is performed.

[0010]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings.

First, the configuration will be described.

FIG. 1 is a structural explanatory view showing an overall configuration of a transmission control device according to the embodiment of the present invention, and FIGS. 2 and 3 are perspective views showing a transmission control device according to the embodiment of the present invention (reference C in FIG. 2). , D, E, F, G, H are connected to the symbols C, D, E, F, G, H in FIG. 3), and in FIG. Is shown. This transmission device 100 is provided with a shift lever 1 as shown. A control valve 3 for controlling hydraulic pressure is connected to the shift lever 1.

A power cylinder (fluid pressure actuator) 4 is provided which is driven by the control hydraulic pressure supplied from the control valve 3 to change the gear of the transmission 2. That is, the transmission 2 is provided with the gear shift lever 25, and the gear shift lever 25 is connected to the piston rod 45 of the power cylinder 4 via the shift arm 15. Further, the shift lever 1 is directly connected to the shift arm 15 via the second shift wire 182, and the shift change can be performed only by operating the shift lever 1.

The control valve 3 is connected to the hydraulic pressure supply circuit 71, the drain circuit 81, the first oil passage 41, and the second oil passage 42, and controls the drain amount of the hydraulic pressure supplied from the hydraulic pressure supply circuit 71. By adjusting, the hydraulic pressures to the first and second oil passages 41 and 42 are controllable. Further, the hydraulic pressure supply circuit 71 is supplied with hydraulic pressure from a pump 7 for driving the power steering system 6, and the hydraulic pressure of the hydraulic pressure supply circuit 71 is controlled to a predetermined pressure. A valve 9 is provided. Further, reference numeral 8 in the drawing is a reservoir tank.

Next, the above configuration will be described in detail with reference to FIGS. As shown in FIG. 2, the shift lever 1 is erected on a pedestal 12 supported by a first shaft portion 10 so as to be tiltable in the shift direction. The pedestal 12 is formed in a substantially U-shaped cross section, and a wall portion 127 thereof is provided with a bow-shaped locking member 13, and the locking member 13 is formed with a groove portion 131. Further, the wall portion 127 is connected to the distal end portion 151 of the shift arm 15 shown in FIG. 3 by the first shift wire 181 inserted in the first tube 184. A rattling absorption switch 16 is provided in the middle of the first shift wire 181. The shift arm 15 is rotatably supported by the vehicle body at a base end portion 152 via a fixed bracket 153. The shift arm 15 is connected to the gear shift lever 25 of the transmission 2 by a second shift wire 182 that is loosely inserted in the second tube 185, and the first shift wire 181 and the second shift wire 182. A stay 183 is bridged between the ends of and.

As shown in FIG. 4 which is a cross-sectional view of the pedestal 12, a cavity 121 is provided inside the end portion of the shift lever 1 which is inserted into the pedestal 12, and the cavity 121 is provided in the cavity. A spring 122 and a ball 123 that is biased to project by the spring 122 are housed in the cavity 121. Further, the first shaft portion 10 is rotatably inserted in an outer cylinder 124, and a detent cam 125 is fixed to the upper peripheral surface of the outer cylinder 124 as shown in FIG. A pair of raised portions 126 are formed on the upper surface of the detent cam 125, and the balls 123 are fitted between the raised portions 126, whereby the position of the shift lever 1 is set to the position of the raised portion 126. It is forcibly tilted to three points between both outer positions and the ridge 126.

Further, the outer cylinder 124 is fixed to a central portion of the second shaft member 11 orthogonal to the outer cylinder 124, and both ends of the second shaft member 11 are rotatable on the base bracket 14. (See FIGS. 2 and 4). As a result, the shift lever 1 is tiltable in the shift direction A and the select direction B, and is provided with six gear change points as shown in C in FIG.

The second shaft member 11 is fixed to one end of the select arm 17. One end of a select wire 19 loosely inserted in the tube 191 is connected to the select arm 22, and the other end of the select wire 19 is connected to a gear select lever 26 of the transmission 2.

As shown in FIG. 6, the ratchet absorption switch 16 is composed of a cylindrical switch body 161 and a rattle absorption rod 162 that slides inside the switch body 161. Cushion materials 163 are provided on both surfaces of the absorbing rod 162. The switch body 161 is connected to the shift arm 15 and the absorption rod 162 is connected to the shift lever 1. That is, due to the rattle absorption switch 16, the first shift wire 181 always has a play between the shift lever side and the transmission 2 side, and even when this play disappears, a shock due to metal contact is generated. I try not to occur.

Next, the control valve 3 and the power cylinder 4 will be described with reference to FIGS. 2 and 7 to 10.

As shown in FIG. 2, the control valve 3 is composed of a valve body 31 and a spool 32 slidably inserted in the valve body 31. Each have an L shape. The locking portion 35 at one end is engaged with the groove portion 131 of the locking member 13, and the other end is provided with centering coil springs 33, 34 for returning to the neutral position. That is, as shown in FIG. 7, when the shift lever 1 is in the neutral position shown by the solid line, the locking member 13 and the locking portion 35 are engaged with each other, and the shift lever 1 reaches the position 1f in the drawing. When the lever is tilted forward, the engaging member 35 pulls the engaging portion 35 upward, and then the engagement between the two is released. Similarly, the locking member 13 shifts to the position indicated by 1r in the figure. When the lever 1 is tilted rearward, the locking member 13 pulls the engaging portion 35 downward, and then the engagement between the two is released. When disengaged, the spool 32 returns to the neutral position shown in the figure by the centering springs 34 and 35.

Next, the valve body 31 and the spool 32 will be described. As shown in FIG. 8, the valve body 31 has a first port 311 connected to the hydraulic pressure supply circuit 71, a second port 312 connected to the drain circuit 81, and a first port connected to the first output circuit 41. A third port 313 and a fourth port 314 connected to the second output circuit 42 are formed. On the other hand, the spool 32 has a first communication passage 321 that allows all of the ports 311 to 314 to communicate with each other at a neutral position in the figure, and when the spool 32 slides upward in the figure as shown in FIG. Corresponds to the case where the shift lever 1 is tilted forward and the engaging portion 35 is pulled up as described in FIG. 7), the second port 312 is shut off, and the first port 311 and the first port 311 are disconnected. As shown in FIG. 10, the first land 322 that connects the third and fourth ports 313 and 314 and the spool 32 slides downward in the drawing (this is the same as described in FIG. 7). (This corresponds to the case where the shift lever 1 is tilted rearward and the engaging portion 35 is pulled down), and the first port 311 and the second and fourth ports 312, 314 are disconnected. 2 lands 323, 1st port 311 and 3rd port Second communication path 324 which connects the 13 are formed.

The power cylinder 4 is composed of a cylinder 4a, a piston 4b that defines a first oil chamber 43 and a second oil chamber 44 inside the cylinder 4a, and a piston rod 4c connected to the piston 4b. The first output circuit 41 is connected to the first oil chamber 43, and the second output circuit 42 is connected to the second oil chamber 44. The piston rod 4c is pivotally supported by the shift arm 15 (see FIG. 3).

Next, the operation of the embodiment will be described.

(A) When the shift lever 1 is in the neutral position When the shift lever 1 is in the upright neutral position, the groove portion 131 of the locking member 13 and the spool 32 of the control valve 3 are engaged as shown in FIG. And, the spool 32 is arranged at the neutral position. In this state, in the control valve 3, as shown in FIG. 8, all the ports 311 to 314 are in communication with each other, and all the hydraulic pressure supplied from the hydraulic pressure supply circuit 71 is drained to the drain circuit 81 to a low pressure. Has become. Therefore, the oil chambers 43 and 44 of the power cylinder 4 are also at low pressure, and the power cylinder 4 is not driven.

(B) When shifting the shift lever forward When the driver tilts the shift lever 1 forward because of a gear change, the locking member 13 rotates upward as shown in FIG. Accordingly, the spool 32 of the control valve 3 is pulled up. As a result, in the control valve 3, as shown in FIG. 9, the communication passage 321 and the second port 312 are shut off by the first land 322, and the hydraulic pressure of the hydraulic pressure supply circuit 71 is changed to the first port 311. Is supplied to the third and fourth ports 313, 314 via the first communication passage 321. Then, the oil pressures of both ports 313, 314 are introduced into both oil chambers 43, 44 of the power cylinder 4 via both output circuits 41, 42, respectively. Here, in the piston 4b, since the pressure receiving area is larger on the second oil chamber 44 side, the piston rod 4c slides in the direction I in the figure. As a result, the shift arm 15 is rotated, and this rotation is transmitted to the gear shift lever 25 of the transmission 2 via the second shift wire 182, and the gear change of the transmission 2 is performed.

When the shift operation of the shift lever 1 is completed, the engagement between the engaging member 13 and the engaging portion 35 of the spool 32 is released, so that the spool 32 causes the spring force of the centering springs 33 and 34 to move. To return to the neutral position. Therefore, the inside of both oil chambers 43 and 44 of the power cylinder 4 returns to a low pressure and the driving force is lost. However, the shift lever 1 has a detent cam 125, the gear shift lever 25 has a detent in the transmission 2, and the shift lever 1 and the gear shift lever 25 maintain their positions. By the way, when the shift lever 1 is returned to the neutral position direction, the groove portion 131 of the locking member 13 and the locking portion 35 of the spool 32 are re-engaged.

(C) When the shift lever is shifted rearward When the driver tilts the shift lever 1 rearward for a gear change, the locking member 13 rotates downward as shown in FIG. Accordingly, the spool 32 of the control valve 3 is pulled down. As a result, in the control valve 3, as shown in FIG. 10, the second land 323 blocks the first port 311 and the second and fourth ports 314, and the second communication passage 324 forms the first port. And the third port 313. Therefore, the oil pressure of the oil pressure supply circuit 71 is introduced into the first oil chamber 43 of the power cylinder 4 via the first port 311, the second communication passage 324, the third port 313, and the first output circuit 41, and thus the power is reduced. In the cylinder 4, the piston rod 4c slides in the J direction in the figure. As a result, the shift arm 15 is rotated, and this rotation is transmitted to the gear shift lever 25 of the transmission 2 via the second shift wire 182, and the gear change of the transmission 2 is performed. At this time, in the control valve 3, since the first port 311 and the fourth port 314 are communicated with each other by the first communication passage 321, the second oil is accompanied by the sliding of the piston rod 4c. The oil corresponding to the reduced volume of the chamber 44 is drained to the drain circuit 81.

Also in this case, when the operation of the shift lever 1 is finished, the engagement between the locking member 13 and the locking portion 35 is released and the control valve 3 returns to the neutral state, but the shift lever 1 The gear shift lever 25 maintains its position.

By the way, as described in (b) and (c), when the shift lever 1 is operated to shift, the power cylinder 4 is driven to change the gear of the transmission 2. At the same time, the shift is performed. The operating force of the lever 1 tries to be directly transmitted to the transmission 2 side via the second shift wire 182. In this case, in the rattling absorption switch 16 interposed in the middle of the second shift wire 182, the absorption rod 162 tries to slide with respect to the switch main body 161, but at the same time, the power cylinder. In a state where 4 is normally driven, as the shift arm 15 is rotated by the driving of the power cylinder 4, the switch body 161 moves in the moving direction of the absorbing rod 162, and both of them move. Only relative movement for play will occur.

On the other hand, when the power cylinder 4 is not normally driven due to a malfunction of the control valve 3 or the like, the shift arm 15 is not rotated, so that the absorption rod 162 is attached to the switch body 161. On the other hand, it will move relatively until it bottoms out, and this resistance makes it possible to confirm that there is no gear change associated with the shift operation at that time. In such a case, for example, if the cause of the operation failure is poor transmission of the operating force such as poor engagement between the locking member 13 and the locking portion 35 of the spool 32, the shift lever 1 is returned to the neutral position again. Then, by performing the shift operation again, the normal state can be obtained. It is also possible to continue the shift operation of the shift lever 1 in that state and directly change the gear of the transmission 2 by the operation force. Therefore, when the hydraulic system, the control valve 3 or the power cylinder 4 fails, the shift lever 1 can directly change gears of the transmission 2.

In the transmission control device 100 according to the above-described embodiment, the spool 32 of the control valve 3 is directly slid by tilting the shift lever 1 to control the hydraulic pressure for driving the power cylinder 4. It is possible to omit the sensor such as the sensor that detects the operation of the shift lever and the controller that receives the signal from the sensor and sends the signal to the actuator, so that the number of parts can be significantly reduced and the cost can be reduced. You can

Further, in the embodiment, the pump 7 for the on-vehicle power steering system is also used as a hydraulic pressure generation source for driving the power cylinder 4, and no dedicated pump is provided. Can be simplified and the cost can be reduced.

As described above with reference to the drawings, the specific configuration is not limited to the embodiment. For example, the configuration of the control valve is a fluid for driving the fluid pressure actuator based on the operation of the shift lever. The configuration is not limited to that shown in the embodiment as long as it is a configuration for controlling pressure. Further, although the power cylinder driven by hydraulic pressure is shown as the fluid pressure actuator in the embodiment, the fluid pressure of the drive source is not limited to this, and other fluid pressure such as air pressure or exhaust pressure may be used. ..

[0035]

[Effect of the device]

 As described above, in the transmission control device of the present invention, the control valve that selectively delivers the control fluid pressure according to the operation direction of the shift lever and the control fluid pressure from this control valve are transmitted. Since a mechanism with a fluid pressure actuator for shifting gears is used, the gears of the transmission can be changed with the actuator as before, while the number of parts is significantly reduced, which is advantageous for in-vehicle use and cost reduction. It is possible to obtain an effect that reduction and improvement in reliability can be achieved.

[Brief description of drawings]

FIG. 1 is a configuration explanatory view showing an overall configuration of a transmission control device of an embodiment.

FIG. 2 is a perspective view showing a shift lever and a control valve of the embodiment apparatus.

FIG. 3 is a perspective view showing a transmission and a power cylinder of the embodiment apparatus.

FIG. 4 is a cross-sectional view showing a pedestal portion of the shift lever of the embodiment apparatus.

FIG. 5 is a perspective view showing a detent cam of a shift lever of the embodiment apparatus.

FIG. 6 is a cross-sectional view showing a rattling absorption switch of the embodiment apparatus.

FIG. 7 is an operation explanatory view showing a shift lever and a spool of a control valve of the embodiment apparatus.

FIG. 8 is a cross-sectional view showing a control valve and a power cylinder of the embodiment apparatus.

FIG. 9 is a cross-sectional view showing a control valve and a power cylinder of the embodiment apparatus.

FIG. 10 is a cross-sectional view showing a control valve and a power cylinder of the embodiment apparatus.

[Explanation of symbols]

 1 shift lever 2 transmission 3 control valve 4 power cylinder (fluid pressure actuator) 100 transmission control device

Claims (1)

[Scope of utility model registration request] 1. A transmission control device for changing gears of a transmission by operating a shift lever, wherein a control valve for selectively delivering control fluid pressure according to an operation direction of the shift lever is connected to the shift lever. A transmission control device, wherein a fluid pressure actuator that receives a control fluid pressure from a valve and generates an operation force in a direction necessary for gear change of the transmission is connected to the transmission.