JP2017166700A - Slope start auxiliary device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a slope start auxiliary system capable of performing a smooth starting without producing any shock when a slope start is auxiliary assisted.SOLUTION: This invention comprises a start clutch 1005, an accelerator sensor 1025, a brake sensor 1027, and a controller 1007 for adjusting a fastening force of the start clutch 1005 and generating a stalling torque. This invention has a feature that a transmission 1003 includes a shift actuator 1009 for changing-over an engagement clutch; the engagement clutch includes a clutch ring; the shift actuator 1009 changes over a selective engagement of the clutch ring against the transmission gear and includes a guide part for generating an axial force of a different direction between an engaging direction and an engagement releasing direction individually at the transmission gear when a pair of clutch rings at a lower stage and an upper stage are engaged to each other simultaneously; the guide part has a driving slant surface to cause the clutch ring to be set at a position for waiting the disengagement state only at a positive driving torque transmission side of the engagement clutch.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a slope start assisting device that assists a brake operation in starting a slope on an automobile.

  In general, in automatic transmission, so-called stall torque is generated, so that it is possible to start a vehicle on a slope relatively easily.

  On the other hand, in the case of manual transmission, stall torque is generally not generated, and when the vehicle starts on a slope, the vehicle retreats between the time when the brake pedal is released and the time when the accelerator pedal is depressed. Invite.

  When this happens, the driver may hurry to depress the accelerator pedal to avoid touching the following vehicle.

  For such a problem, Patent Document 1 proposes an apparatus that assists the start of a vehicle on a slope. In this device, when the brake pedal is depressed to a predetermined level when the vehicle is stopped and the automatic clutch mechanism is disengaged, the brake pressure is maintained so as to maintain the braking force of the service brake device, and then the accelerator -When the pedal is depressed to a predetermined level and the automatic clutch mechanism is in the connected state, it is determined to start and the brake pressure is released to release the braking force of the service brake device.

  However, with such a device, when the accelerator pedal is depressed to a predetermined level and the automatic clutch mechanism is in a connected state when starting on a slope, the start determination is made and the brake pressure is released to release the braking force of the service brake device. Therefore, there is a problem that a shock is easily caused at the moment of releasing the brake pressure.

JP 2008-239034 A

  The problem to be solved is that a shock is easily caused at the moment when the brake pressure is released because assistance is provided by holding the brake pressure when starting on a slope.

  The present invention is a hill start assisting system that assists the operation of the brake operation unit at the start of the hill of an automobile, in order to make it possible to smoothly start the hill without causing a shock in assisting the hill start, A starting clutch capable of engaging and adjusting the driving force transmitted from the driving source of the automobile to the transmission by a clutch / actuator, an accelerator sensor for detecting an accelerator operation of an accelerator pedal for operating the driving source, and braking the automobile A brake sensor for detecting an operation of a brake operation unit that activates a brake to be operated, and release of the operation of the brake operation unit is detected by the brake sensor, and the accelerator sensor detects that the accelerator operation is not performed or the accelerator When it is detected that the operation is below the set value, the clutch And a control unit that generates a stall torque by adjusting a fastening force of the starting clutch by controlling a motor, and the transmission is configured to switch a meshing clutch that can be switched while transmitting a driving force by a shift instruction signal. A shift actuator for switching is provided, and a plurality of the meshing clutches are provided on the driving force transmission shaft for transmitting the driving force so as to be movable in the axial direction, and the transmission gears are arranged on both sides in the axial direction by separating at least two speeds. A clutch ring that selectively engages with one of the transmission gears on each side and is coupled to the driving force transmission shaft; and the shift actuator switches the selective engagement of the clutch ring with the transmission gear. Any one of the pair of clutch rings is the same in each of the lower and upper transmission gears of the plurality of transmission gears. When the clutches are engaged, guide portions for generating axial forces in different directions in the meshing direction and the meshing release direction in the transmission gears of the lower stage and the upper stage are provided between the clutch rings and the driving force transmission shaft. The guide portion is provided with a drive slope on the positive drive torque transmission side of the meshing clutch so that the clutch ring moves to the meshing disengagement side from the coast meshing position. It is characterized by that.

  Since the present invention is the above means, when the release of the operation of the brake operation unit is detected by the brake sensor, and it is detected by the accelerator sensor that there is no accelerator operation or when the accelerator operation is detected to be equal to or less than a set value, Stall torque can be generated by adjusting the fastening force of the starting clutch by controlling the clutch actuator.

  For this reason, the assistance for starting the hill is performed not by holding the brake pressure but by the stall torque, so that it is difficult to cause a shock when starting the hill.

It is a block diagram of a slope start assistance system. Example 1 It is a block diagram of a slope start assistance system. Example 1 It is a flowchart of a slope start assistance system. Example 1 FIG. 5 is a partially cutaway configuration diagram of a trans mission in which a mission case is substantially omitted. Example 1 It is a principal part expanded sectional view of a transmission. Example 1 It is an expanded view which shows a cam groove and a cam protrusion. Example 1 It is an expanded view which shows a cam groove and a cam protrusion. Example 1 It is a perspective view which shows the relationship between a clutch cam ring and a clutch ring. Example 1 (Example 1) which is a perspective view which shows the relationship between a clutch cam ring and a clutch ring It is a perspective view which shows a clutch cam ring. Example 1 It is a perspective view which shows a clutch ring. Example 1 It is the schematic which shows the relationship between a shift fork, a check part, and a meshing clutch. Example 1 It is the schematic which shows the relationship between a shift fork, a check part, and a meshing clutch. Example 1 It is a principal part expanded view of a clutch ring. Example 1 FIG. 3 is a main part development view showing a dog-clutch engagement, where (a) shows a coast engagement position, and (b) shows a standby engagement position. Example 1 It is the schematic which shows the 4th gear meshing of the trans mission at the time of shift up. Example 1 It is the schematic which shows the position of the disengagement stand-by of the 4-speed clutch ring of the transmission at the time of shift up. Example 1 It is the schematic at the time of completion | finish of gear shifting to 5th speed. It is the schematic which shows that the 4th speed and the 5th speed are neutral at the time of downshift. Example 1 It is an operation explanation of the drum groove at the time of shift up and shift down. Example 1

  A hill start assist system for assisting the operation of a brake operation unit when starting a hill on a hill, with the purpose of enabling a smooth start with less shock in assisting the hill start.・ Starting clutch that can adjust the driving force transmission to the transmission by clutch / actuator, accelerator sensor that detects accelerator pedal operation to operate the drive source, and brake operation unit that activates the brake to brake the vehicle A brake sensor that detects the operation of the brake, and the release of the operation of the brake operation unit is detected by the brake sensor and the accelerator sensor detects that the accelerator operation is not performed or the accelerator operation is equal to or less than a set value. When detected, the clutch / actuator is controlled to start the vehicle. A control unit that adjusts the fastening force of the latch to generate a stall torque, and the transmission includes a shift actuator that switches a meshing clutch that can be switched while transmitting a driving force by a shift instruction signal, A plurality of meshing clutches are provided on the driving force transmission shaft for transmitting the driving force so as to be movable in the axial direction. The speed change gears are arranged on both sides in the axial direction so that the speed change gears are respectively arranged. A clutch ring selectively engaged with the gear and coupled to the driving force transmission shaft; and the shift actuator switches the selective engagement of the clutch ring with the transmission gear, and the plurality of transmission gears When any one of the pair of clutch rings is engaged with the lower and upper transmission gears at the same time, the lower stage A guide portion is provided between each clutch ring and the driving force transmission shaft to separately generate an axial force in a direction different from the meshing direction and the meshing release direction in the transmission gear with the upper stage, and the guide portion is This is realized by providing a drive slope on the positive drive torque transmission side of the meshing clutch so that the clutch ring moves to a meshing disengagement position from the coast meshing position.

[Slope start assist system]
FIG. 1 is a block diagram of a slope start assistance system, and FIG. 2 is a block diagram of the slope start assistance system.

  The slope starting assistance system 1001 of the embodiment of FIGS. 1 and 2 that implements the present invention assists the operation of the brake operation unit when the automobile starts on a slope. The transmission 1003 applied to the slope start assisting system 1001 is a so-called seamless shift that shifts by switching the meshing clutch while transmitting a driving force. The transmission 1003 and the starting clutch 1005 are controlled by a controller 1007 as a control unit.

  Although the specific configuration of the transmission 1003 will be described later, the transmission 1003 includes meshing clutches 47, 49, 51, and can be switched by a shift actuator 1009. The shift actuator 1009 is constituted by an electric motor, for example, and is connected to the output port side of the controller 1007 via a drive circuit (not shown).

  The starting clutch 1005 can be adjusted by a clutch / actuator 1011.

  The starting clutch 1005 is provided between the crank shaft 1015 of the engine 1013 and the main shaft 3 of the transmission 1003, and transmits the output of the engine 1013 to the transmission 1003 in an intermittent manner.

  In the starting clutch 1005, a pair of friction members 1019a and 1019b are fastened by springs (not shown). The spring is configured such that a movable sleeve (not shown) is coupled to the inner diameter side, and the movable sleeve is adjusted to move in the axial direction with respect to the fixed sleeve (not shown).

  A clutch / actuator 1011 composed of a solenoid is provided on the fixed sleeve side, and the movable sleeve is moved in the axial direction against the urging force of the spring by energizing control of the clutch / actuator 1011. The clutch actuator 1011 is connected to the output port side of the controller 1007 via a drive circuit (not shown).

  In the drawing, the clutch / actuator 1011 is separated from the start clutch 1005 side, but the clutch / actuator 1011 is configured on the start clutch 1005 side.

  The starting clutch 1005 can also be configured to be engaged and controlled by an electrically controlled hydraulic actuator or the like.

  The other buzzer 1026 is connected to the output port of the controller 1007.

  The controller 1007 is constituted by a microcomputer, for example, and includes a CPU, a ROM, a RAM, and the like. An accelerator sensor 1025 and a brake sensor 1027 are connected to an input port of the controller 1007, and a vehicle speed sensor 1029, a shift instruction detection sensor 1031 and an engine speed sensor 1033 are connected.

  The accelerator sensor 1025 detects the accelerator operation of the accelerator pedal 1035 that operates the engine 1013, and inputs the accelerator opening to the controller 1007. The brake sensor 1027 detects an operation of a brake pedal 1037 that is a brake operation unit that operates a brake for braking the automobile, and inputs the operation to the controller 1007. In addition, as a brake operation part, the parking brake lever which operates a parking brake can be added, or it can replace with a parking brake lever.

  The vehicle speed sensor 1029 detects the vehicle speed of the automobile and inputs it to the controller 1007. The controller 1007 determines whether the vehicle is moving backward based on whether the input vehicle speed is negative. In other words, the vehicle speed sensor 1029 and the controller 1007 detect the backward movement of the automobile on the slope when the brake sensor 1027 detects the release operation of the brake pedal 1037 in the present embodiment when the vehicle speed <0. A detection unit is configured.

  The controller 1007 controls the clutch actuator 1011 to start when the brake sensor 1027 detects the release of the operation of the brake pedal 1033 and the accelerator sensor 1025 detects that the accelerator pedal 1035 is not operated. The fastening force of the clutch 1005 is adjusted to generate a stall torque.

  In addition, when it is detected that the accelerator operation of the accelerator pedal 1035 is equal to or less than the set value, the clutch actuator 1011 may be controlled to adjust the fastening force of the start clutch 1005 to generate a stall torque. The accelerator operation being equal to or less than the set value is a slight operation region in the initial stage of the change from the depression of the brake pedal 1037 to the accelerator pedal 1035.

  Further, in this embodiment, when the natural reverse of the vehicle on the slope is detected with the vehicle speed <0, the controller 1007 adjusts the fastening force of the start clutch 1005 according to the detection and generates a stall torque.

  Therefore, the stall torque is generated from the state where the brake pedal 1037 is stepped on the hill and stopped until the brake pedal 1037 is depressed and then the accelerator pedal 1035 is changed to suppress the backward movement of the vehicle. Therefore, it is possible to provide a margin for changing the accelerator pedal 1035.

  At this time, the controller 1007 outputs a warning signal when a set time has elapsed since the stall torque was generated by a built-in counter. With this output, the buzzer 1026 can generate an alarm sound to notify the driver. By listening to the warning sound, the driver can immediately perform the accelerator operation with the accelerator pedal 1035 and shift to the running state.

  Therefore, it is possible to prevent the start clutch 1005 that is a dry clutch from slipping for a long time with the stall torque.

  When the buzzer 1026 emits an audible alarm, the controller 1007 controls the control valve to temporarily hold the brake pressure and release the stall torque, so that the start clutch 1005 can slip more reliably with the stall torque. Can be suppressed. The brake pressure once held can be released by an accelerator operation for traveling, and can shift to smooth traveling.

  Further, the controller 1007 controls the clutch actuator 1011 according to the accelerator operation detected by the accelerator sensor 1025 to increase the fastening force of the starting clutch 1005 from the control state in which the stall torque is generated. To do.

  Therefore, traveling by the accelerator operation can be performed smoothly.

  The shift instruction detection sensor 1031 detects a manual or automatic shift instruction signal and inputs it to the controller 1007.

  The shift instruction detection sensor 1031 detects the operation signal when the shift lever is operated in the manual mode of the shift lever, for example, and inputs the operation signal to the controller 1007 as the operation signal of the shift lever. To do.

  The automatic shift instruction signal is based on the engine speed, the accelerator opening, and the vehicle speed input to the controller 1007. The engine speed detection signal from the engine speed sensor 1033, the accelerator sensor 1025, and the vehicle speed sensor 1029, Based on the input of the accelerator opening detection signal and the vehicle speed detection signal, an appropriate gear position is calculated and instructed.

  It should be noted that any of the modes in which the shift can be switched manually or automatically and the shift can be switched only manually or automatically can be configured.

  When a shift instruction signal is input to the controller 1007, the controller 1007 gradually decreases the fastening force of the transmission clutch 1005 under the control of the clutch / actuator 1011. When the difference occurs in the input / output rotational speed of the starting clutch 1005 input by the sensor due to this decrease, the shift actuator 1009 selectively switches the meshing clutches 47, 49, 51.

  When the selective switching of the meshing clutches 47, 49, 51 is completed, the starting clutch 1005 is 100% engaged and engaged by the clutch / actuator 1011.

[Shift control and starting clutch control]
FIG. 3 is a flowchart of the slope start assist system.

  The flowchart in FIG. 3 is executed, for example, when the engine 1013 is started and the brake pedal 1037 is depressed.

  In step S1 (hereinafter abbreviated as “S” from the beginning of step S), a determination is made as to whether or not the brake pressure is maintained during stall torque by a determination process of “brake pressure maintained?”. At the first time, the brake pressure is not maintained (NO), and the process proceeds to S2.

  In S2, the accelerator opening by the accelerator operation of the accelerator pedal 1035, the brake operation by the depression of the brake pedal 1037, and the vehicle speed reading by the vehicle speed sensor 1029 are performed by the processing of “accelerator opening, brake operation, vehicle speed reading”. To S3.

  In S3, it is determined whether or not the depression of the brake pedal 1037 has been released by the determination process of “brake operation release?”. If not released (NO), the process returns to S2, and if released, (YES) To S4.

  In S4, if the accelerator pedal 1035 is not operated by the determination process of “accelerator opening zero?” And the accelerator opening is zero (YES), the process proceeds to S5, and the accelerator pedal 1035 is operated by the accelerator pedal. If there is (YES), the process proceeds to S10.

  In S5, it is determined by the determination process of “vehicle speed <0?” That if the vehicle speed <0, the vehicle naturally moves backward on the slope (YES), the process proceeds to S6, the vehicle speed = 0, and the brake pedal 1035 on the slope. Is released, but it is determined that the vehicle is in a state of stopping without moving backward (NO), and the processing of the slope start assist system is ended. The vehicle speed <0 is determined by setting a threshold value, and it is preferable that the driver feels that the vehicle hardly reverses.

  In S6, the controller 1007 outputs a drive signal to the clutch / actuator 1007 by the process of “controlling the clutch / actuator and generating torque / torque”, and the starting clutch 1005 is slightly engaged and the vehicle speed = 0 on the slope. Stoke torque is generated. For this reason, when starting on a slope, the vehicle can be stabilized in a substantially stopped state from when the brake pedal 1037 is depressed to when the accelerator pedal 1035 is operated.

  In S7, the controller 1007 determines whether the set time has elapsed from the occurrence of the stall torque by the built-in counter by the determination process of “set time elapse?”, And if it has elapsed (YES), the process proceeds to S8. If not (NO), the process returns to S6.

  In S8, whether or not the accelerator opening is equal to or greater than the set value is determined based on whether or not the accelerator pedal 1035 is operated to decelerate the slope after the stall torque is generated. (YES), the process proceeds to S10, and if it falls below the set value (N0), the vehicle stops with the stall torque, so the process proceeds to S9.

  In S9, the controller 1007 outputs an alarm signal and generates an audible alarm with the buzzer 1026 by the processing of “alarm signal output, brake pressure maintenance, stalk / torque release”, and at the same time, a control valve (not shown). The drive signal is output to hold the brake pressure, the drive signal to the clutch / actuator 1007 is stopped to release the stalk torque, and the process returns.

  In S1, the determination process of “holding brake pressure?” Is performed again. When returning from S9, since the brake pressure is held (YES), the process proceeds to S11.

  In S11, a determination process of “is the accelerator opening equal to or greater than the set value?” Is performed, and it is determined whether or not the accelerator operation of the accelerator pedal 1035 has been performed at this time. If it is determined that the accelerator opening is not equal to or greater than the set value (NO), it is assumed that the vehicle is stopped on a slope with the brake pressure maintained, and the process returns. If it is determined that the accelerator opening is equal to or larger than the set value (YES), it is determined that the vehicle starts traveling on a slope, and the process proceeds to S12.

  In S12, a signal is output to the control valve by the "brake pressure release" process, and the held brake pressure is released, and the process proceeds to S10.

  In S10, a process of “100% clutch engagement” is performed by shifting from any one of S4, S8, and S12, and a slope start running according to the accelerator opening is performed.

[Seamless shift]
Here, the structure and operation of the seamless shift of the transmission 1003 will be described.

  The transmission 1003 selectively switches each meshing clutch of a plurality of shift gears supported by the main shaft 3 and the counter shaft 5 that are driving force transmission shafts so as to be relatively rotatable under a driving force transmission state. The transmission output from the starting clutch is then shifted and output.

  A plurality of meshing clutches 47, 49, 51 of the transmission 1003 are provided on the main shaft 3 so as to be movable in the axial direction. A gear 27, a fourth speed gear 25 and a sixth speed gear 29 are arranged, and the first speed gear 19 and the third speed gear 23 are arranged on the counter shaft 5 and selectively meshed with either of the transmission gears on both sides. Clutch rings 59, 61, 63 are provided for coupling to the drive output shaft.

  The shift actuator 1009 switches the selective meshing of the clutch rings 59, 61, 63 with respect to the transmission gear.

  When either one pair of clutch rings 59, 61, 63 are simultaneously meshed with the lower and upper transmission gears, shafts in different directions in the meshing direction and the mesh release direction with the lower and upper transmission gears. A guide portion G for generating force is provided between each clutch ring 59, 61, 63 and the driving force transmission shaft.

  This will be specifically described below.

  FIG. 4 is a partially cutaway configuration diagram of the transmission, in which the transmission case is substantially omitted, and FIG. 5 is an enlarged cross-sectional view of the main part of the transmission.

  As shown in FIGS. 4 and 5, the transmission 1003 includes a main shaft 3, a counter shaft 5, and an idler shaft 7 as driving force transmission shafts. The main shaft 3 and the counter shaft 5 are rotatably supported on the transmission case 17 by bearings 9, 11, 13, 15 and the like. The idler shaft 7 is fixed to the mission case 17 side.

  A first speed gear 19, a second speed gear 21, a third speed gear 23, a fourth speed gear 25, a fifth speed gear 27, and a sixth speed gear 29 are fixed to the main shaft 3 and the counter shaft 5 as a multi-stage transmission gear. Or it is supported so that relative rotation is possible.

  The first gear 19 and the third gear 23 on the counter shaft 5 mesh with the output gears 31 and 33 of the main shaft 3, and the second gear 21, the fourth gear 25 and the fifth gear on the main shaft 3. The 27th and 6th speed gears 29 mesh with the input gears 35, 37, 39, and 41 of the counter shaft 5, respectively.

  The reverse idler 43 on the idler shaft 7 is arranged so as to be able to mesh with the output gear 44 on the main shaft 3 and the input gear 45 on the counter shaft 5 by axial movement.

The first speed gear 19, the second speed gear 21, the third speed gear 23, the fourth speed gear 25, the fifth speed gear 27, and the sixth speed gear 29 are connected to the main gear by a plurality of first to third meshing clutches 47, 49, 51. Coupled to the shaft 3 or the counter shaft 5, it is possible to output a shift from the main shaft 3 to the counter shaft 5.

  The first to third meshing clutches 47, 49, 51 are configured to perform shifting to the upper stage of the plurality of speed change gears by changing the plurality of first to third meshing clutches 47, 49, 51. It has become. That is, the first speed gear 19, the second speed gear 21, the third speed gear 23, the fourth speed gear 25, the fifth speed gear 27, and the sixth speed gear 29, which are a plurality of speed change gears, are included in the first to third meshing clutches 47. , 49, 51 are arranged so as to change the speed.

  For example, the shift from the first gear 19 to the second gear 21 is performed by changing the plurality of first and second meshing clutches 47 and 49.

  The first to third meshing clutches 47, 49, 51 basically have the same structure, and include clutch cam rings 53, 55, 57, clutch rings 59, 61, 63, clutch rings 59, 61, 63 and clutch teeth 47a, 47b, 49a, 49b, 51a, 51b, 19a, 21a, 23a, 25a, 27a, 29a formed on the opposing surfaces of the first gear 19 to the sixth gear 29. .

  Therefore, the clutch rings 59, 61, 63 are engaged and moved in the axial direction of the main shaft 3 and the counter shaft 5 to cause clutch teeth 47a, 47b, 49a, 49b, 51a, 51b, 19a, 21a, 23a, Coupling for shifting output is performed by selective engagement of 25a, 27a, and 29a.

  The clutch cam rings 53, 55, 57 of the first to third meshing clutches 47, 49, 51 are formed with U-shaped cam grooves 65, 67, 69, respectively. The clutch cam ring 53 of the first meshing clutch 47 is coupled to the counter shaft 5 and can rotate integrally. Clutch cam rings 55 and 57 of the second and third meshing clutches 49 and 51 are coupled to the main shaft 3 and can rotate integrally.

  The clutch rings 59, 61, 63 of the first to third meshing clutches 47, 49, 51 are fitted on the outer periphery of the clutch cam rings 53, 55, 57, and are movable in the axial direction. ing. Cam protrusions 71, 73, 75 are formed on the inner periphery of the clutch rings 59, 61, 63, and are fitted and guided in cam grooves 65, 67, 69.

  The clutch ring 59 and the reverse idler 43 are formed with circumferential recesses 81 and 83 into which shift forks 77 and 79 described later are fitted. The input gear 45 is further formed on the outer periphery of the clutch ring 59. The clutch rings 61 and 63 are formed with circumferential ridges 89 and 91 into which shift forks 85 and 87 described later are fitted.

  The first to third meshing clutches 47, 49, 51 are selectively operated by the speed change operation unit 93. The reverse idler 43 is also operated by the speed change operation unit 93.

  The speed change operation unit 93 is provided in the mission case 17, and includes a plurality of shift forks 77, 79, 85, 87, a plurality of shift rods 103, 105, 107, 109, and shift arms 111, 113, 115, 117 and a shift drum 119 are provided.

  The shift forks 77, 79, 85, 87 are provided for each of the first to third meshing clutches 47, 49, 51 and the reverse idler 43. The meshing clutches 47, 49, 51, reverse idler are provided. 43 is linked.

  The shift rods 103, 105, 107 and 109 support the shift forks 77, 79, 85 and 87.

  Shift arms 111, 113, 115, 117 are coupled to each shift rod 103, 105, 107, 109.

  The shift drum 119 includes shift grooves 120, 121, 123, and 125, and the front end protrusions of the shift arms 111, 113, 115, and 117 are engaged with the shift grooves 120, 121, 123, and 125. .

  Irregularities 127 and 129 and check parts 131 and 133 are provided between the shift forks 85 and 87 and the mission case 17 side. An uneven portion and a check portion having the same structure are also provided between the shift fork 99 side and the mission case 17 side, but the illustration is omitted.

  The concavo-convex portions 127 and 129 are formed in the shift forks 95 and 97, and are provided with mountain-shaped positioning concave portions 127a, 127b, 127c, 129a, 129b, and 129c. The positioning recesses 127a and 129a correspond to the neutral positions, and the positioning recesses 127b, 127c, 129b and 129c correspond to the coast meshing positions.

  The check portions 131 and 133 are supported on the mission case 17 side, and the check balls 131a and 133a are urged by the check springs 131b and 133b, and are engaged with the uneven portions 127 and 129 with an elastic force. . By this engagement, the first to third meshing clutches 47, 49, 51 can be positioned between the neutral position and the coast meshing position.

  The transmission of the transmission 1003 is performed from the front differential device 137 that meshes with the output gear 135 of the counter shaft 5.

  That is, when the shift drum 119 is rotationally driven by a shift motor (not shown) based on the manual operation signal of the shift lever or the accelerator opening and the vehicle speed signal by the operation of the accelerator pedal, the shift The shift rods 103, 105, 107, and 109 are selectively driven in the axial direction via any one of the shift arms 111, 113, 115, and 117 by the guides of the grooves 120, 121, 123, and 125.

  By selectively driving the shift rods 103, 105, 107, 109, the first to third meshing clutches 47, 49, 51, or the reverse idler via any of the shift forks 77, 79, 85, 87. 43 is selected. By this selection operation, the first speed gear 19 to the sixth speed gear 29 and the reverse idler 43 are selectively operated, and shift up, shift down, and reverse can be changed.

  When the shift operation unit 93 and the first to third engagement clutches 47, 49, 51 are engaged with the lower and upper engagement clutches by the operation of the transmission operation unit 93, the engine output torque is increased. Regardless, the internal circulation torque that is inevitably generated by the mechanism causes the upper stage to act in the direction in which the torque in the drive direction is engaged, and the lower stage acts to release the engagement by moving the clutch in the neutral direction by the coasting torque. The guide part G which has is provided in each step | level.

  As described above, the guide portion G includes the cam grooves 65, 67, 69 and the cam protrusions 71, 73, 75 in the first to third meshing clutches 47, 49, 51. Due to the cam grooves 65, 67, 69 and cam protrusions 71, 73, 75, the driving gear and the coasting torque are supplied to the first speed gear 19 at the coast engagement position of the first to third engagement clutches 47, 49, 51. 2nd speed gear 21, 3rd speed gear 23, 4th speed gear 25, 5th speed gear 27, 6th speed gear 29, coasting only at the disengagement standby position moved from the coast engagement position to the disengagement side The meshing can be guided in the neutral direction by directional torque.

  Further, the guide portion G includes a moving force transmission mechanism M in the speed change operation portion 93, and a driving slope F described later is provided only on the positive driving torque transmission side of the first to third meshing clutches 47, 49, 51. ing.

  The drive slope F can generate a moving force that moves the clutch rings 59, 61, 63 of the first to third meshing clutches 47, 49, 51 to the disengagement standby position by drive torque. The slope F may be provided on the gear side clutch teeth, and the same function can be obtained.

  6 and 7 are developed views showing cam grooves and cam protrusions, FIGS. 8 and 9 are perspective views showing the relationship between the clutch cam ring and the clutch ring, and FIG. 10 shows the clutch cam ring. FIG. 11 is a perspective view showing a clutch ring.

  As shown in FIGS. 6 to 11, a plurality of cam grooves 65, 67, 69 are formed on the outer peripheral surface of the clutch cam ring 53, 55, 57 at equal intervals in the circumferential direction. The cam grooves 65, 67, and 69 have V-shaped portions 65a, 67a, and 69a formed in the axial center portion including a portion corresponding to the neutral, and flat portions 65b, 67b, and 69b formed on both sides thereof. Is.

  For this reason, when the meshing clutches 47, 49, 51 are located at the non-standby position, the cam protrusions 71, 73, 75 are located at the flat portions 65b, 67b, 69b. No thrust is generated in the neutral direction and the meshing is maintained.

  The cam protrusions 71, 73, 75 project radially from the inner periphery of the clutch rings 59, 61, 63 at regular intervals in the circumferential direction, and are fitted into the cam grooves 65, 67, 69, respectively, so that they are guided. It has become.

  Therefore, in the coast engagement positions of the first to third engagement clutches 47, 49, 51, the cam protrusions 71, 73, 75 are positioned on the flat portions 65b, 67b, 69b, and drive torque and coasting torque are generated. The first speed gear 19, the second speed gear 21, the third speed gear 23, the fourth speed gear 25, the fifth speed gear 27, and the sixth speed gear 29 can be transmitted.

  Since the cam protrusions 71, 73, 75 are located at the V-shaped portions 65a, 67a, 69a at the positions where the first to third meshing clutches 47, 49, 51 are in the stand-by standby state, as shown in FIG. Torque can guide the meshing in the neutral direction.

  12 and 13 are schematic views showing the relationship between the shift fork, the check unit, and the meshing clutch, FIG. 14 is a developed view of the main part of the clutch ring, and FIG. 15 is a diagram showing the meshing of the dog clutch. (A) is a coast part engagement position, (b) is a principal part expanded view which shows a standby mesh position. 12 to 15 describe the third meshing clutch. The same applies to the first and second meshing clutches, and a duplicate description is omitted.

  As shown in FIGS. 12 to 15, the third meshing clutch 51 includes the clutch teeth 51 a and 51 b of the clutch ring 63 and the clutch teeth 25 a and 29 a of the fourth speed gear 25 and the sixth speed gear 29 in the circumferential direction. The arrangement has a mutual spacing greater than the tooth width. The circumferential meshing surfaces of the clutch teeth 51a, 51b, 25a, and 29a are inclined so that the roots of the teeth are slightly thinner.

  At the roots of the clutch teeth 51a and 51b of the clutch ring 63, the drive slope F is formed on the meshing surface that receives the drive torque.

  Accordingly, when the third meshing clutch 51 is meshed with, for example, the sixth gear 29 and the driving torque is applied, the clutch ring 63 is moved by the driving slope F as shown in FIG. At this time, the recess 129b of the shift fork 87 shown in FIG. 13 pushes the ball 133a, and the spring 133b is pressurized to store energy.

  This movement is allowed because the shift groove 125 is appropriately provided with axial play with respect to the guide of the shift arm 117. As a result of this movement, the clutch ring 63 becomes the disengagement standby position moved to the disengagement side from the coast engagement position of FIGS. 12 and 15A.

  Next, when the driving torque changes in the coast direction, the teeth are pressed to the opposite side and are separated from the slope F shown in FIGS. For this reason, a deep meshing state shown in FIG. 15A is obtained by the action of the recess 129b and the ball 133a by the energy of the spring 133b. In this state, the cam projection 75 shown in FIGS. 4 and 5 is positioned on the flat portion 69 b on the axial end side of the cam groove 69, so that no thrust is generated in the clutch ring 63.

  On the other hand, when the shift to the upper stage is started, since the shift drum 119 shown in FIG. 4 is rotating, the play of the shift arm 117 with respect to the guide of the shift arm 117 is eliminated by the shape of the lower shift groove 125, and the coast torque acts. Also hold the disengaged position. At this time, since the protrusion 75 has moved from the flat portion 69b of the cam groove 69 to the inclined surface portion, when a coasting torque is applied to the lower gear due to the meshing of the upper gear, the inclined surface of the cam groove 69 causes the neutral direction. A moving thrust component can be obtained. Specific shift action will be described later.

[Shift up]
FIG. 16 is a schematic diagram showing the meshing of the fourth gear of the transmission / transmission at the time of shift-up, and FIG. 17 is a schematic diagram showing the position of the four-speed clutch ring of the transmission / transmission at the time of shifting-up, and FIG. FIG. 19 is a schematic diagram when shifting to the fifth speed is completed, and FIG. 19 is a schematic diagram showing that the fourth speed and the fifth speed are neutral at the time of shifting down.

  Here, in order to simplify the description, the shift-up from the fourth speed (lower stage) to the fifth speed (upper stage) will be mainly described. The same applies to the shift-up of other stages. In the figure, the arrow in the drive direction indicates that the main shaft 3 rotates counterclockwise when viewed from the right in the figure.

(4-speed → 5-speed)
FIG. 16 to FIG. 19 show the movement at the time of shifting up. Since drive torque is applied to the fourth-speed clutch teeth 25a in FIG. 16, the clutch ring 63 is in the disengagement standby position as shown in FIG. That is, the protrusion 75 of the clutch ring 63 at the fourth speed position is located on the slope of the cam groove 69. At this time, when a shift-up operation to the fifth speed is performed by the rotation of the shift drum 119, the shift groove 123 works and the clutch ring 61 is moved via the shift arm 115, the shift rod 107, and the shift fork 85. Operated. By this operation, the clutch ring 61 is engaged with the fifth gear 27 and the fourth gear 25 and the fifth gear 27 are simultaneously engaged.

  At this time, coasting torque is generated on the 4th speed side and drive torque is generated on the 5th speed side due to the internal circulation torque caused by the mechanical engagement by simultaneous meshing regardless of the engine output torque. This torque is caused by the action of the inclined surfaces of the cam grooves 69 and 67, and the clutch ring 63 in the fourth speed position generates thrust in the neutral direction in the right side of the figure and the clutch ring 61 in the fifth speed position in the direction to deepen the engagement on the right side in the figure. Then, the respective clutch rings 63 and 61 are moved to predetermined positions, and the shift-up to the fifth speed is completed as shown in FIG.

  A feature of the embodiment of the present invention is that when the clutch rings 59, 61, 63 move in the axial direction, they rotate in the same direction as the main shaft 3 or the counter shaft 5 by the action of the inclined surfaces of the cam grooves 65, 67, 69. The rotation of the lower clutch rings 59, 61, 63 relative to the cam rings 53, 55, 57 is delayed, and the rotation of the upper clutch rings 59, 61, 63 precedes. In such a situation, the relative speed of the clutch teeth 19a, 21a, 23a, 25a, 27a, 29a of the lower and upper gears rotating is eliminated to allow double meshing, and a synchronizing action is generated to alleviate the shift shock.

[Shifting up when the engine brake is working]
When shifting up when the engine brake is applied, the clutch ring 63 in the fourth speed position is shifted without being in the standby position. At this time, the clutch ring 61 is engaged with the fifth speed gear 27 by the shift-up operation, and further coasting torque is applied to the fourth speed. However, the clutch ring 63 at the fourth speed position is not at the disengagement standby position. No thrust component is generated.

  However, (1) the coasting torque during engine braking has a smaller absolute value than the torque during acceleration, and the frictional force acting on the meshing clutch is small. (2) The clutch ring 61 at the fifth speed position generates a strong thrust component due to the slope action of the cam groove 67.

  This thrust is transmitted to the shift rod 109 and the shift fork 87 at the 4-speed position via the shift fork 85, the shift rod 107, and the shift drum 119 at the 5-speed position, and the clutch ring 63 at the 4-speed position. Is driven in the neutral direction on the right side of the figure. Therefore, even in such a case, there is no problem with shifting up.

  Even when the drive torque is working, if there is no slope F, the clutch ring 63 is not positioned at the disengagement standby position. However, even in this case, the clutch ring 63 can be forcibly moved in the neutral direction by transmission of force from the shift mechanism at the fifth speed position.

  For this reason, the slope F is not essential for the present invention, and is intended to make shifting more smooth.

    In this embodiment, the shift operation is performed by the shift grooves 120, 121, 123, and 125 (cylindrical cams) of the shift drum 119. Even if driven, the present invention is established.

[Shift down 5th gear → 4th gear]
When decelerating, there is no need for a seamless shift like during acceleration. This is because the deceleration is mainly handled by the brake, and the output from the engine is basically not related, so there is no problem even if the drive torque or engine brake torque from the engine is interrupted. For this reason, as in the case of a normal manual transmission, first, the clutch ring 61 in the upper fifth gear position is moved to the neutral position shown in FIG. 19 to cut off the power, and then the clutch ring 63 is moved to the fourth gear 25. Shift down by meshing.

  Thus, the meshing state of FIG. 16 is obtained.

  As described above, the present embodiment is characterized in that the mode of meshing transition is different between shift-up and shift-down. This is due to the fact that the upper and lower shift rings 61 and 63 are independent and the cooperating shape of the shift grooves 125 and 123 of the cylindrical cam 119.

[Shift up 4th → 5th]
Hereinafter, a mechanism for changing the shift mode between the shift-up and the shift-down will be described with reference to FIG. FIG. 20 is a diagram illustrating the operation of the drum groove at the time of shifting up / down.

  At the fourth speed shown in FIG. 16, the shift arm 117 and the shift arm 115 are at the positions 115a and 117a shown in FIG. When the shift drum 119 rotates from the top to the bottom of the figure for shifting up, the inclined surface 123a of the shift groove 123 moves the shift arm 115 from the position 115b1 to 115b2, 115c. At this time, double meshing occurs, and the shift arm 117 automatically moves from the position 117b1 position to the position 117b2 by the action of the inclined surface of the cam groove 69 of the cam ring 57, and becomes neutral. Further, the shift drum 119 rotates to shift to the position 117C. This completes the shift-up from the fourth speed to the fifth speed.

[Shift down 5th gear → 4th gear]
When the clutch is engaged at the fifth speed, the shift fork 117 is held at the neutral position as shown in FIG. Even if the shift drum 119 rotates and the shift groove 125 is at the position 117b2 in FIG. 20 with respect to the shift arm 117 and there is play in the axial direction, the check arm 133 causes the shift arm 117 to be neutral at the position 117b2. Retained.

  On the other hand, the shift arm 115 shifts from the position 115c to the position 115b1 and becomes neutral as shown in FIG.

  When the shift drum 119 further rotates, the shift fork 117 moves from the position 117b2 to the position 117a, and the clutch ring 63 engages with the clutch teeth 25a of the fourth speed gear 25, and the shift-down is completed as shown in FIG.

[Function and effect]
The embodiment of the present invention is a slope start assisting system 1001 that assists the operation of a brake pedal 1037 when starting a car on a slope. The clutch actuator 1011 transmits driving force from the engine 1013 of the automobile to the transmission 1003. A starting clutch 1005 that can be engaged and adjusted, an accelerator sensor 1025 that detects an accelerator operation of an accelerator pedal 1035 that operates an engine 1013, and a brake sensor that detects an operation of a brake pedal 1037 that operates a brake that brakes an automobile 1027 and the release of the operation of the brake pedal 1037 is detected by the brake sensor 1027, and it is detected that the accelerator operation is not performed by the accelerator sensor 1025 or the accelerator operation is detected to be less than the set value. Controls Yueta 1011 by adjusting the fastening force of the starting clutch 1005 and a controller 1007 for generating the stall torque.

  For this reason, a stall torque is generated to assist the brake operation from when the brake pedal 1037 is depressed on a hill until the brake pedal 1037 is depressed and then switched to the accelerator pedal 1035. Thus, the backward movement of the automobile can be suppressed, and a margin can be given for changing the accelerator pedal 1035.

  A vehicle speed sensor 1029 and a controller 1007 are provided as a reverse detection unit for detecting a natural reverse of the vehicle on a slope when the release of the brake operation is detected by the brake sensor 1027, and the controller 1007 receives the start clutch according to the reverse detection. The fastening force of 1005 is adjusted to generate a stall torque.

  For this reason, when the vehicle starts on a hill, release of the brake pedal 1037 is released and a stall torque is generated when the vehicle is going to move backward, so that there is a margin for changing the accelerator pedal 1035. .

  The controller 1007 controls the clutch actuator 1011 according to the accelerator operation detected by the accelerator sensor 1025 to increase the fastening force of the starting clutch 1005 from the control state in which stall torque is generated.

  For this reason, the slope start can be smoothly performed by the accelerator operation.

  The controller 1007 outputs a warning signal when a set time has elapsed since the stall torque was generated.

  Therefore, an alarm can be given by the buzzer 1026, the driver can be informed of the situation where the vehicle is stopped on the slope with stall torque generated, the driver is prompted to start, and a starting clutch 1005, which is a dry clutch. Protection can be performed and durability can be maintained.

  At this time, the start clutch 1005 can be more reliably protected by releasing the stall torque and maintaining the brake pressure.

  The transmission includes a shift actuator 1009 that switches the mesh clutches 47, 49, 51 that can be switched while transmitting the driving force by a shift instruction signal, and the mesh clutches 47, 49, 51 are connected to the main shaft 3. A plurality of axially movable gears are provided, and transmission gears 19, 21, 23, 25, 27, 29 are arranged on both sides in the axial direction and are selectively meshed with one of the transmission gears on both sides. Clutch gears 59, 61, 63 to be coupled to the main shaft 3, and the shift actuator 1009 includes the transmission gears (19, 23), (21, 27), (25) of the clutch rings 59, 61, 63. 29), and a pair of clutches are connected to the lower gear and the upper gear, for example, the transmission gears 19 and 21. Cam grooves 65 and 67 and cams that respectively generate different axial forces in the meshing direction and the meshing release direction in the lower and upper transmission gears 19 and 21 when the gears 59 and 61 are simultaneously meshed with each other. Engagement clutches 47 and 49 provided with protrusions 71 and 73 between the clutch rings 59 and 61 and the main shaft 3 are provided. The same applies to the meshing clutch 51.

  For this reason, so-called seamless shift-up and shift-down gear shifting can be performed while transmitting the driving force, and an automatic transmission (MAT) based on a manual transmission can be achieved.

  In such MAT, the stall torque that is naturally generated in a general automatic transformer transmission is generated only to assist the start of a hill, so that a general automatic transformer as a function of the MAT can be used while using a dry clutch. Performance close to the mission can be brought out.

[Others]
The present invention can be similarly applied to a general manual trans mission.

  The reverse detection unit can be omitted.

  It can also be configured to assist the operation of the parking brake.

1001 Slope start assist system 1003 Transmission / mission 1005 Start clutch 1007 Controller (control unit, reverse detection unit)
1009 Shift actuator 1011 Clutch actuator 1025 Accelerator sensor 1026 Buzzer 1027 Brake sensor 1029 Vehicle speed sensor (reverse detection unit)
3 Main shaft (driving force transmission shaft)
5 Counter shaft (drive force transmission shaft)
19 1st gear (transmission gear)
21 2nd gear (transmission gear)
23 3rd gear (transmission gear)
25 4-speed gear (transmission gear)
27 5-speed gear (transmission gear)
29 6-speed gear (transmission gear)
47 1st meshing clutch 49 2nd meshing clutch 51 3rd meshing clutch 59, 61, 63 Clutch ring G Guide part

Claims (4)

A slope start assist system that assists the operation of the brake operation unit when starting a car slope,
A starting clutch capable of fastening and adjusting the driving force transmission from the driving source of the automobile to the transmission by a clutch actuator;
An accelerator sensor for detecting an accelerator operation of an accelerator pedal for operating the drive source;
A brake sensor for detecting an operation of a brake operation unit for operating a brake for braking the automobile;
The release of the operation of the brake operation unit is detected by the brake sensor, and the clutch / actuator is controlled when the accelerator sensor detects that the accelerator operation is not performed or the accelerator operation is less than a set value. And a controller that adjusts the fastening force of the starting clutch to generate stall torque, and
The transmission includes a shift actuator that switches a meshing clutch that can be switched while transmitting a driving force by a shift instruction signal.
A plurality of meshing clutches are provided on the driving force transmission shaft for transmitting the driving force so as to be movable in the axial direction, and the transmission gears are arranged on both sides in the axial direction so that the transmission gears are respectively disposed. A clutch ring that selectively engages with the transmission gear and is coupled to the driving force transmission shaft;
The shift actuator switches the selective engagement of the clutch ring with the transmission gear,
When any one of the pair of clutch rings is engaged with the lower and upper transmission gears at the same time, the lower gear and the upper transmission gear are engaged with each other in the meshing direction and the mesh release direction. A guide portion for generating axial forces in different directions is provided between each clutch ring and the driving force transmission shaft,
The guide portion is provided with a drive slope on the positive drive torque transmission side of the meshing clutch as a disengagement standby position where the clutch ring is moved from the coast meshing position to the mesh disengagement side.
A slope starting assistance system characterized by that. The slope start assistance system according to claim 1,
A reverse detection unit for detecting a natural reverse of the vehicle on a slope when the release of the brake operation is detected by the brake sensor;
The control unit adjusts the fastening force of the start clutch according to the detection of the reverse detection unit and generates a stall torque.
A slope starting assistance system characterized by that. A slope starting assistance system according to claim 1 or 2,
The control unit increases the fastening force of the starting clutch from a control state in which the clutch actuator is controlled according to an accelerator operation detected by the accelerator sensor to generate the stall torque.
A slope starting assistance system characterized by that. A slope starting assistance system according to any one of claims 1 to 3,
The control unit outputs a signal for warning when a set time has elapsed since the stall torque generation,
A slope starting assistance system characterized by that.

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