JP2001330148A - Shift assist device for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift assist device for a transmission capable of surely preventing generation of an overrun or the like by detecting a shift direction in the point of time a shift lever is in the beginning of operation to decide a target speed gear stage. SOLUTION: This shift assist device for a transmission determines a target speed gear stage shifted by a shift lever based on a select position signal and a shift direction signal, obtains a rotational speed of an engine when a gear is placed in the target speed gear stage based on this target speed gear stage and an output shaft rotational speed, and drives an electric motor for a shift assist in a reverse direction to a shift operating direction in the case that the rotational speed of this engine is out of the permissible range. A shift knob switch outputting the shift direction signal, arranged in a knob tilt movably mounted in the shift lever, is constituted so as to output a signal corresponding to tilt movement in a first/second shift direction of this knob.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift assist device for reducing a shift operation force in a shift operation of a transmission mounted on a vehicle.

[0002]

2. Description of the Related Art Large trucks and buses having a large shift operation force during a shift operation are provided with a shift assist device for reducing the shift operation force. Compressed air is generally used as an operation source of a shift assist device provided in such a large vehicle. A shift assist device that uses compressed air as an operation source includes a shift actuator including a pneumatic cylinder that operates a shift operation mechanism connected to a shift lever in the same direction as the shift operation of the shift lever. However, since large vehicles generally use compressed air as a brake operation source, the compressed air can be used for the shift assist device.However, small and medium-sized vehicles are equipped with a compressor as a compressed air source. A shift assist device using a shift actuator composed of a pneumatic cylinder cannot be provided in a vehicle that does not have the shift assist device. However, in recent years, there has been an increasing demand for equipping small and medium vehicles with a shift assist device, and a shift assist device using an electric motor has been proposed.
No. 37 and Japanese Patent No. 2987121. In a shift assist device using an electric motor, in order to perform a smooth shift operation, it is desirable to control the driving force of the electric motor in accordance with the operation state of the shift lever by the driver. The shift assist device disclosed in Japanese Patent Application Laid-Open No. 5-87237 and Japanese Patent No. 2987121 detects an operating force of a shift lever in a shift direction, and controls a driving force of an electric motor in accordance with the operating force. ing.

Further, Japanese Patent No. 2987121 discloses a technique for preventing an overrun of an engine due to a mistake in selecting a target shift speed when downshifting from a high speed to a low speed. This overrun prevention technology obtains a target shift speed based on detection signals from a select position sensor and a shift position sensor, and when the target shift speed is other than a shift-down possible shift speed calculated from the rotation speed of the transmission. Is designed to drive the electric motor in the direction opposite to the shift operation direction.

[0004]

SUMMARY OF THE INVENTION The above-mentioned patent No. 2
In the overrun prevention technique disclosed in Japanese Patent No. 987121, the shift direction is detected by a shift position sensor. The shift position sensor detects the shift direction when the shift operation mechanism does not operate in the shift direction by a predetermined amount or more. Can not do. As a result, the target shift stage cannot be determined until the shift operation mechanism has been operated in the shift direction by a predetermined amount or more, so that the start of the overrun prevention function is delayed and is not always satisfactory.

The present invention has been made in view of the above-mentioned circumstances, and its main technical problem is to detect a shift direction at an early stage of operation of a shift lever, determine a target shift speed, and prevent occurrence of overrun or the like. An object of the present invention is to provide a shift assist device for a transmission that can reliably prevent the shift.

[0006]

According to the present invention, in order to solve the above-mentioned main technical problems, a shift operation mechanism for shifting a transmission mounted on a vehicle and driven by an engine, and the shift operation mechanism are provided. A shift lever connected to the shift operation mechanism and an electric motor for operating the shift operation mechanism in the same direction as the shift operation direction of the shift lever. Select position detecting means and a knob which is tiltably mounted on the shift lever, and outputs signals corresponding to the tilt in the first shift direction and the tilt in the second shift direction of the knob. Shift direction detecting means, output shaft rotational speed detecting means for detecting the rotational speed of the output shaft of the transmission, select position detecting means, shift direction detecting means, and output shaft rotation A controller for controlling the driving of the electric motor based on a detection signal from the degree detection means, wherein the controller detects the select position signal detected by the select position detection sensor and the shift direction detection means. Gear position determining means for determining a target gear position of the transmission to which the gear shift lever shifts based on the shift direction signal, and a target gear position determined by the gear position determining means and the output shaft rotational speed detecting means. Shift permission determining means for calculating the rotational speed of the engine when the target gear is engaged based on the detected output shaft rotational speed, and determining whether the calculated rotational speed of the engine is within an allowable range; When it is determined that the calculated rotation speed of the engine is out of the permissible range, the electric motor is moved in the shift operation direction of the shift lever. Driven in the reverse direction, shift-assisting device for a transmission is provided, characterized in that.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of a shift assist device for a transmission constructed in accordance with the present invention will be described in further detail with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of a transmission mechanism provided with a shift assist device for a transmission configured according to the present invention. The transmission mechanism shown in FIG. 1 includes a transmission lever 3 for performing a transmission operation of a transmission 2 having a synchronization device, a transmission operation mechanism 5 connected to the transmission lever 3, and a transmission operation mechanism A shift assist device 8 for operating in the same direction as the shift operation direction is provided.

As shown in FIG. 2, the transmission 2 has a gear mechanism with five forward gears and one reverse gear. The transmission 2 includes an input shaft 21, an output shaft 22 disposed on the same axis as the input shaft 21, and a counter shaft 23 disposed in parallel with the output shaft 22. A drive gear 241 (fifth speed gear in the illustrated embodiment) is mounted on the input shaft 21, and a fourth speed gear 242, a third speed gear 243, a second speed gear 244, a first speed gear 242 are mounted on the output shaft 22. A speed gear 245 and a reverse gear 246 are rotatably disposed. Also,
A fifth speed gear 241 and a fourth speed gear 242 are provided on the output shaft 22.
, And between the third speed gear 243 and the second speed gear 244, and between the first speed gear 245 and the reverse gear 246, respectively. On the other hand, the fifth speed gear 241, the fourth speed gear 242, the third speed gear 2
43, counter gears 261, 262, 263, 264 that always mesh with the second speed gear 244 and the first speed gear 245;
265 is provided, and the reverse gear 246 is provided.
And a counter gear 266 meshing via an idle gear (not shown).

Next, the synchronizers 25a, 25b and 25c will be described with reference to FIG. Since the illustrated synchronizing devices 25a, 25b and 25c have substantially the same configuration, the fifth speed gear 241 and the fourth speed gear 242
The synchronizer 25a disposed between them will be described.
The illustrated synchronizer 25a is a well-known key type synchronizer, and includes a clutch hub 251 mounted on the output shaft 22.
And a clutch sleeve 252 slidably fitted to an external spline provided on the outer periphery of the clutch hub 251.
And a plurality of (for example, three) keys 253 provided in a plurality of (for example, three) key grooves 251 a provided in the clutch hub 251 in a radial direction, and the keys 253 provided inside both ends of the key 253 are connected to the clutch 251. Key springs 254 and 254 pressing toward the sleeve 252 and a fifth speed gear 241
Dog teeth 241a and 242a provided on the fifth and fourth speed gears 242, respectively, and cone surfaces 241b provided on the fifth and fourth speed gears 241 and 242, respectively.
And synchronizer rings 255 and 256 respectively disposed on the synchronizer rings 255 and 256. The synchronizer 25a configured as described above is provided with the clutch sleeve 2
A shift fork mounted on a shift rod of a shift mechanism that constitutes a shift operation mechanism 5 described later is fitted into an annular groove 252a provided on the outer periphery of the clutch 52, and the clutch sleeve 252 is moved leftward or rightward in the figure by the shift fork. As a result, the spline 252b of the clutch sleeve 252 meshes with the teeth of the synchronizer ring 255 and the dog teeth 241a or the synchronizer ring 256 and the dog teeth 242a. Since the illustrated synchronization device has a known configuration, further detailed description is omitted.

The above-mentioned synchronizers 25a, 25b and 2
5c is operated by the speed change lever 3 and the speed change operation mechanism 5 connected to the speed change lever 3. The shift lever 3 is in a direction perpendicular to the plane of FIG. 1 (selection direction).
Also, it is configured to be tiltable about an axis (not shown) in the left-right direction (shift direction). This shift lever 3
The synchronizers 25a, 25b and 25c are operated according to the shift pattern shown in FIG. The lower end of the knob 31 is provided at the upper end of the transmission lever 3 with the support shaft 311.
The knob 31 is provided with a shift knob switch 4 as a shift direction detecting means. The shift knob switch 4 includes a first switch 41 (SWI) and a second switch 42 (SW2) for detecting the operating direction when the knob 31 of the shift lever 3 is tilted in the shift direction. When the shift knob switch 4 is tilted to the left in FIG.
Switch 41 (SWI) is turned on and the shift lever 3 is tilted rightward in FIG.
2) is turned on. The shift knob switch 4 is configured to turn off both the first switch 41 (SW1) and the second switch 42 (SW2) when releasing the knob 31 of the shift lever 3.
This ON / OFF signal is sent to a controller described later.
Since such a shift knob switch is a well-known technique as disclosed in, for example, Japanese Utility Model Application Laid-Open No. 56-97133, further detailed description will be omitted.

Next, a description will be given of a shift operation mechanism 5 connected to the shift lever 3 and operating the above-mentioned synchronizers 25a, 25b and 25c with reference to FIGS. The shift operation mechanism 5 includes a shift mechanism 6 and a select mechanism 7.
It consists of The shift mechanism 6 includes a push-pull cable 61 having one end connected to the shift lever 3, a control lever 62 having one end connected to the other end of the push-pull cable 61, and a control lever 62 connected to the other end of the control lever 62. The transmission 2 includes a control rod 63 rotatably supported by a case cover (not shown) of the transmission 2 and a shift lever 64 spline-fitted to the control rod 63 slidably in the axial direction. The shift lever 64 has shift rods 651 and 65
Shift block 66 mounted on each of 2, 653
1, 662, 663. The shift rods 651, 652, and 653 are equipped with shift forks (not shown) that engage with annular grooves provided on the outer circumference of the clutch sleeves of the synchronizers 25a, 25b, and 25c, respectively. A well-known interlock mechanism is provided between the shift rods 651, 652, and 653 so that the two shift rods do not operate at the same time. The speed change mechanism 5 is
A detent mechanism is provided which regulates the position of the shift rods 651, 652, 653 at a neutral position and a shift position by a predetermined pressing force. In addition,
Since the shift mechanism 6 has a well-known configuration, further detailed description will be omitted.

The shift lever 64 is connected to the select mechanism 7.
And is slid in the axial direction to be positioned at a predetermined select position. The select mechanism 7 includes a push-pull cable 71 having one end connected to the speed change lever 3, an end connected to the other end of the push-pull cable 71, and an intermediate portion connected to the support shaft 7.
Select lever 7 supported rotatably about 3
The other end of the select lever 72 is engaged with a fitting groove 642 formed on the outer peripheral surface of the mounting boss 641 of the shift lever 64. Therefore, when the shift lever 3 is operated in the select direction, the shift lever 64 is slid in the axial direction on the control rod 63 via the push-pull cable 71 and the select lever 72. Then, the other end of the shift lever 64 is selectively engaged with the shift blocks 661, 662, 663. Since the selection mechanism 7 has a well-known configuration, further detailed description will be omitted.

The select mechanism 7 in the illustrated embodiment
Is provided with a select position detecting sensor 75 (SES) as select position detecting means for detecting the position of the shift lever 64 in the select direction. The select position detecting sensor 75 (SES) is connected to the select lever 72 via a rod 76 and a lever 77, and includes a potentiometer that detects the position of the shift lever 64 in the select direction based on the operating angle of the select lever 72. , And sends the detection signal to a controller 10 described later.

The illustrated embodiment includes a shift assist device 8 for operating the shift mechanism 6 in the same direction as the shift operation direction of the shift lever 3. The shift assist device 8 includes an electric motor 81 (M1) that can be driven forward and reverse as a power source. A reduction gear 82 is connected to the electric motor 81 (M1), and an operation lever 8 is connected to an output shaft 821 of the reduction gear 82.
3 is mounted at one end. The other end of the operating lever 83 and the control lever 62 are connected by a connecting rod 84. When the electric motor 81 (M1) is driven to rotate forward, the shift assist device 8 configured as described above operates the operating lever 83 in the direction indicated by the arrow 83a, and moves the control lever 62 via the connecting rod 84 to the arrow 62.
It operates in the direction indicated by a to assist. On the other hand, when the electric motor 81 (M1) is driven to rotate in the reverse direction, the shift assist device 8 operates the operating lever 83 in the direction indicated by the arrow 83b,
The control lever 62 is actuated via the connecting rod 84 in the direction indicated by the arrow 62b to assist.

The shift assist device 8 in the illustrated embodiment has a shift stroke sensor 85 (SIS) for detecting the shift stroke position of the shift mechanism. This shift stroke sensor 85 (SIS)
Is composed of a potentiometer which is connected to the control lever 62 via a rod 86 and a lever 87 and detects a shift stroke position based on the operation angle of the control lever 62, and sends a detection signal to a controller 10 described later.

The controller 10 is constituted by a microcomputer, and has a central processing unit (CPU) 101 for performing arithmetic processing according to a control program, a control program, a clutch connection speed control map to be described later, and a shift of each speed of the transmission 2. Read only memory (ROM) 102 for storing ratios (gear ratios) and the like, and readable and writable random access memory (RAM) for storing calculation results and the like
103, a timer (T) 104, an input interface 105 and an output interface 106. The input interface 105 of the controller 10 thus configured includes a first switch 41 (SWI) and a second switch 42 (SW2) constituting the shift knob switch 4 and a select position detection sensor 75.
(SES) and shift stroke sensor 85 (SI
The detection signal of S) is input. The input interface 105 has a clutch pedal switch 91 (SW) for detecting an operation state of a clutch pedal 9 for operating a clutch disposed between the engine (not shown) and the transmission 2.
The detection signal of 3) is input. The clutch pedal switch 91 (SW3) is OFF when the clutch pedal 9 is released, that is, not depressed (clutch contact state), and outputs an ON signal when the clutch pedal 9 is depressed to release the clutch. . The shift knob switch 4 and the shift stroke sensor 85 (SI
In the case where an automatic clutch for automatically controlling the connection and disconnection of the clutch based on the signal from S) is mounted, a detection signal of a clutch stroke sensor for detecting the amount of engagement of the clutch is input instead of the clutch pedal 9. The data is input to the interface 105. Further, the input interface 105 has an input shaft rotation speed detection sensor 27 (ISS) for detecting the rotation speed of the input shaft 21 of the transmission 2 and an output for detecting the rotation speed of the output shaft 22. A detection signal of an output shaft rotation speed detection sensor 28 (OSS) as shaft rotation speed detection means is input. On the other hand, a control signal is output from the output interface 106 to the electric motor 81 (M1) and the like.

The controller 10 has a function as a shift speed determining means for determining a target shift speed of the transmission 2 to which the shift lever 3 shifts, and is engaged with the target shift speed determined by the shift speed determining means. At this time, a function as a shift permission determining means for determining whether the rotation speed of the engine is out of the allowable range is provided. Note that the allowable range can be set to any of a region where the engine does not overrun, a region where the engine does not underrun, or a region where the engine does not overrun and underrun. The gear position determination means is provided by the select position detection sensor 75 (S
ES), and a first switch 41 (SWI) constituting a shift knob switch 4 that outputs a signal corresponding to the operation of the shift lever 3 in the first shift direction and the second shift direction. ) And the shift direction signal from the second switch 42 (SW2), the target shift speed of the transmission 2 to which the shift lever 3 shifts is determined. The shift knob switch 4 is operated by tilting the knob 31 of the shift lever 3 in the shift direction.
Switch 41 (SWI) and second switch 42
(SW2) can be operated.
The target shift speed can be determined in a state where the shift operation mechanism 5 is maintained at the neutral position by the detent mechanism.

Further, the shift permission determining means first determines the target gear position determined by the above-described gear position determining means and the output shaft rotational speed (Nout) detected by the output shaft rotational speed sensor 28 (OSS). , The rotational speed (NE) of the engine when the target gear is engaged. That is, as for the rotational speed (NE) of the engine when the gear is shifted to the target gear, the speed ratio (gear ratio) of the target gear determined by the gear determiner is read from the read only memory (ROM) 102 and the output shaft It can be obtained by dividing the output shaft rotation speed (Nout) detected by the rotation speed detection sensor 28 (OSS) by the gear ratio. Then, the shift permission determining means determines whether or not the rotational speed (NE) of the engine at the time of shifting into the target shift speed determined as described above is outside the allowable range. The allowable range is set in advance as a range in which the engine does not overrun or underrun, and is stored in the read only memory (ROM) 102.

Next, the assist force corresponding to the shift stroke position will be described with reference to FIG. FIG. 6 shows the spline 252b of the clutch sleeve 252 described above.
And a synchronizer ring 25 for the fifth speed gear 241
5 teeth 255a and dog teeth 241a, and teeth 256a of a synchronizer ring 256 for the fourth speed gear 242.
5 shows a positional relationship in a neutral state with the dog tooth 242a. In the embodiment shown in FIG. 6, the shift stroke position of the clutch sleeve 252 in the neutral state is P6. From this neutral state, the clutch sleeve 252 is moved to the fifth speed gear 241 side (the left side in FIG. 6), and the shift stroke position at which the teeth 255a of the synchronizer ring 255 for the fifth speed gear 241 reach the front end of the chamfer is P5. The shift stroke position at the position reaching the rear end of the teeth 255a of the synchronizer ring 255 is P4, and the shift stroke position at the position reaching the front end of the chamfer of the dog teeth 241a for the fifth speed gear 241 is P3, after the chamfering of the dog teeth 241a. The shift stroke position at the end position is P2,
The shift stroke position at the position reaching the rear end of the dog tooth 241a is P1. On the other hand, the clutch sleeve 252 is moved from the neutral state to the fourth speed gear 242 side (the right side in FIG. 6), and the shift stroke position at which the teeth 256a of the synchronizer ring 256 for the fourth speed gear 242 reach the chamfer front end is shifted. P7, the shift stroke position at the position reaching the rear end of the tooth 256a of the synchronizer ring 256 is P8, the shift stroke position at the position reaching the front end of the chamfer of the dog tooth 242a for the fourth speed gear 242 is P9, and the chamfer of the dog tooth 242a is P9. The shift stroke position at the position reaching the rear end is P10,
A shift stroke position at a position reaching the rear end of the dog tooth 242a is P11. The shift stroke position is detected by the shift stroke sensor 85 (SIS). The shift stroke sensor 8
5 (SIS) outputs a voltage signal of the smallest value when the shift stroke position is P1 in the illustrated embodiment, and the output voltage gradually increases as the shift stroke position moves toward the P11 side, and becomes the highest when the shift stroke position is P11. It is configured to output a voltage signal of a large value.

When shifting the clutch sleeve 252 from the neutral state shown in FIG. 6 to the fourth speed gear 242 side and the fifth speed gear 241 side (during gear-in), the shift lever 3 shifts the P7 and P5 shift strokes. The largest operating force acts on the synchronization range from the position, that is, the position where the synchronization action is started, to P8 and P4 where the synchronization action ends. Therefore, at the time of gear-in, it is sufficient to drive the electric motor 81 (M1) at least in the synchronous range to assist the shift operation. When the gear-in operation is performed, the shift lever 3
In the shift stroke positions from P9 and P3 to P10 and P2, that is, the engagement range between the chamfer of the spline 252b of the clutch sleeve 252 and the chamfer of the dog teeth 242a or 241a is smaller than the synchronization range but relatively large. Works. Therefore, it is desirable to assist the shift operation by driving the electric motor 81 (M1) during the engagement period between the dog teeth and the chamfer of the clutch sleeve during gear-in. On the other hand, when returning to the neutral state from the state in which the fourth speed gear 242 or the fifth speed gear 241 is engaged with the fifth speed gear 241, that is, the state where the clutch sleeve 252 is in the shift stroke position of P11 or P1, the spline of the clutch sleeve 252 is used. A relatively large force acts during a period until 252b passes the shift stroke position of P10 or P2, that is, the rear end of the dog tooth chamfer. Therefore, when the gear is disengaged, the electric motor 81 (M) is engaged during the shift stroke (the meshing range between the dog teeth and the clutch sleeve 252) from the gear-in state to the time when the dog teeth pass the rear end of the chamfer.
The shift operation may be assisted by driving 1).

The assist force at the time of gear removal may be smaller than the assist force at the time of gear engagement. The control of the assist force is executed by controlling the voltage or the current applied to the electric motor 81 (M1). The rotation direction for driving the electric motor 81 (M1) is such that the clutch sleeve 252 is operated to the left in FIG. 6 (the first switch 41 (S
WI) is ON), for example, in forward rotation, and when the clutch sleeve 252 is operated rightward in FIG. 6 (the second switch 42 of the shift knob switch 4).
(When (SW2) is ON), for example, it is reversed.
For example, when downshifting from the state in which the fifth speed gear 241 is engaged to the fourth speed, as shown in FIG. 6, between P1 and P2, that is, the spline 252b of the clutch sleeve 252 is replaced with the chamfer of the dog tooth 241a. Period before passing the rear end (dog teeth and clutch sleeve 25
(2 mesh period) The electric motor 81 (M1) is driven to rotate in the reverse direction at the voltage of V1, and thereafter the drive of the electric motor 81 (M1) is stopped by gradually decreasing the voltage until P5. And
When the clutch sleeve 252 reaches the start position P7 of the synchronization action from the neutral position P6, the electric motor 8
1 (M1) is reversely driven at a voltage V2 higher than V1. In the embodiment shown in FIG.
The reverse driving at the voltage V2 is maintained until the 52 splines 252b pass the above-mentioned P10 corresponding to the chamfer trailing end of the dog tooth 242a. Clutch sleeve 25
2 passes the above P10, the voltage applied to the electric motor 81 (M1) is gradually reduced, and the driving of the electric motor 81 (M1) is stopped at the shift stroke position of P11. At the time of gear-in in the embodiment shown in FIG.
When the synchronization period of P8 is exceeded, the voltage applied to the electric motor 81 (M1) is reduced from V2 to V1 as shown by a broken line,
The electric motor 81 (M1) may be driven at a voltage of V1 up to 10. As described above, in the shift assist device in the illustrated embodiment, the assist force is controlled in accordance with the shift stroke position, so that no time lag occurs when the electric motor is driven, and the shift operation is performed over the entire stroke of the shift operation. The operating force of the shift lever can be made uniform over the entire range.

If the target gear is incorrectly selected at the time of the above-mentioned shift, an overrun or underrun of the engine occurs. In order to prevent the overrun or the underrun, in the illustrated embodiment, the rotation speed of the engine (N
If E) is outside the allowable range, that is, if it is determined that the engine is overrunning or underrunning, the electric motor 81 (M1) is driven in the direction opposite to the shift direction. As a result, the gear-in to the target shift speed in which the selection was incorrectly performed is prevented, and the occurrence of overrun or underrun of the engine can be prevented.
Since the driving force in the direction opposite to the shift direction by 1 (M1) acts on the shift lever 3, the driver can detect a misshift.

Next, the overrun or underrun prevention control of the controller 10 at the time of the shift operation will be described with reference to the flowchart shown in FIG.
First, the controller 10 controls the select position detection sensor 7.
5 (SES), it is checked whether or not the select position (SP) is the first speed-reverse select position SP1 shown in FIG. 4 (step S1). If the select position (SP) is the first speed-reverse select position SP1 in step S1, the controller 10 proceeds to step S2.
To the second switch 42 of the shift knob switch 4
Check whether (SW2) is ON. If the second switch 42 (SW2) is ON, the shift speed determining means of the controller 10 determines that the target shift speed by the shift lever 3 is reverse (R) (step S3). If it is determined that the target shift speed is reverse (R), the controller 10 proceeds to step S4 and proceeds to step S4, where the output shaft rotation speed detection sensor 28
It is checked whether the output shaft rotation speed (Nout) from (OSS), that is, the running speed of the vehicle is zero (0). If the output shaft rotation speed (Nout) is zero (0), the process ends because there is no problem in shifting to the reverse speed (R) as the target shift speed. If the output shaft rotation speed (Nout) is not zero (0) in step S4, the vehicle is running and shifting to the reverse (R) is dangerous, so the controller 10 proceeds to step S5 and proceeds to step S5.
(M1) is driven in the direction opposite to the shift direction. As a result, the gear-in to the reverse (R) is prevented, and the driving force in the direction opposite to the shift direction by the electric motor 81 (M1) acts on the shift lever 3, so that the driver can sense a misshift.

If the second switch 42 (SW2) is not turned on in step S2, the controller 1
In step S6, the process proceeds to step S6, where the first
Is checked whether the switch 41 (SW1) is ON. If the first switch 41 (SW1) is ON, the shift speed determining means of the controller 10 determines that the target shift speed by the shift lever 3 is the first speed (step S7). If it is determined that the target shift speed is the first speed, the controller 1
The shift permission determination means of step S8 and step S8
Step 9 is performed to determine whether or not the engine speed (NE) at the time of gear-in to the target shift speed is outside the allowable range. That is, the shift permission determining means reads the speed ratio (gear ratio) of the target shift speed (this time, the first speed) from the read only memory (ROM) 102 in step S8, and uses the output shaft rotation speed detection sensor 28 (OSS). It is obtained by dividing the detected output shaft rotation speed (Nout) by the gear ratio. Then, the shift permission determining means of the controller 10 determines whether or not the engine speed (NE) obtained in step S9 is outside the allowable range. In step S9, the engine speed (N
If E) is out of the permissible range, the engine will overrun or underrun if the gear is engaged as it is, so the controller 10 proceeds to step S10 to drive the electric motor 81 (M1) in the direction opposite to the shift direction. As a result, the gear-in to the target shift speed (first speed this time) is prevented, and the driving force in the direction opposite to the shift direction by the electric motor 81 (M1) acts on the shift lever 3, so that the driver can make a mistake shift. Can be sensed.
Note that the first switch 41 in step S6 is used.
If (SW1) is not ON, the shift operation is not performed and the process ends. If the engine speed (NE) is within the allowable range in step S9,
Since there is no problem in shifting to the target shift speed (first speed this time) as it is, the process ends.

If the select position (SP) is not the first-speed / reverse select position SP1 in step S1, the controller 10 proceeds to step S11 and sets the select position (SP) to the second-third speed select position shown in FIG. S
Check if it is P2. If the select position (SP) is the second-third speed select position SP2 in step S11, the controller 10 proceeds to step S12 and proceeds to the second switch 42 (SW) of the shift knob switch 4.
Check if 2) is ON. Second switch 42
If (SW2) is ON, the shift speed determining means of the controller 10 determines that the target shift speed of the shift lever 3 is the second speed (step S13). If it is determined that the target shift speed is the second speed, the shift permission determining means of the controller 10 executes the above-described steps S8 and S9 to execute the rotation speed of the engine at the time of gearing into the target shift speed (the second speed this time). It is determined whether (NE) is out of the allowable range. If the rotational speed (NE) of the engine is out of the allowable range, the controller 10 proceeds to step S1.
Proceeding to 0, the electric motor 81 (M1) is driven in the direction opposite to the shift direction.

If the second switch 42 (SW2) of the shift knob switch 4 has not been turned on in step S12, the controller 10 proceeds to step S14 and the first switch 41 (SW) of the shift knob switch 4 proceeds.
Check whether 1) is ON. First switch 41
If (SW1) is ON, the shift speed determining means of the controller 10 determines that the target shift speed by the shift lever 3 is the third speed (step S15). If it is determined that the target shift speed is the third speed, the shift permission determining means of the controller 10 executes the above-described steps S8 and S9 to execute the rotation speed of the engine when the gear shifts to the target shift speed (third speed this time). It is determined whether (NE) is out of the allowable range. If the rotational speed (NE) of the engine is out of the allowable range, the controller 10 proceeds to step S1.
Proceeding to 0, the electric motor 81 (M1) is driven in the direction opposite to the shift direction. If the first switch 41 (SW1) has not been turned ON in step S14, the shift operation has not been performed and the process ends.

If the select position (SP) is not at the second-third select position SP2 in step S11 (that is, the select position (SP) is at the fourth-fifth select position SP3 shown in FIG. 4), the controller 10 Proceeds to step S16, and checks whether the second switch 42 (SW2) of the shift knob switch 4 is ON. If the second switch 42 (SW2) is ON, the controller 10
The shift speed determining means determines that the target shift speed of the shift lever 3 is the fourth speed (step S17). If it is determined that the target shift speed is the fourth speed, the shift permission determining means of the controller 10 executes the above-described steps S8 and S9 to execute the rotation speed of the engine when the gear shifts to the target shift speed (the fourth speed this time). It is determined whether (NE) is out of the allowable range. Then, the rotational speed of the engine (N
If E) is out of the allowable range, the controller 10 proceeds to step S10 to drive the electric motor 81 (M1) in the direction opposite to the shift direction.

If it is determined in step S16 that the second switch 42 (SW2) of the shift knob switch 4 is not turned on, the controller 10 proceeds to step S18, and the controller 10 proceeds to step S18.
Check whether 1) is ON. First switch 41
If (SW1) is ON, the shift speed determining means of the controller 10 determines that the target shift speed by the shift lever 3 is the fifth speed (step S19). If it is determined that the target shift speed is the fifth speed, the shift permission determining means of the controller 10 executes the above-described steps S8 and S9 to execute the rotation speed of the engine at the time of gearing into the target shift speed (third speed this time). It is determined whether (NE) is out of the allowable range. If the rotational speed (NE) of the engine is out of the allowable range, the controller 10 proceeds to step S1.
Proceeding to 0, the electric motor 81 (M1) is driven in the direction opposite to the shift direction. If the first switch 41 (SW1) has not been turned on in step S18, the shift operation has not been performed and the process ends.

[0030]

Since the shift assist device for a transmission according to the present invention is constructed as described above, the following operational effects can be obtained.

That is, according to the present invention, the shift speed determining means for determining the target shift speed of the transmission to which the shift lever shifts based on the select position signal and the shift direction signal, and the shift speed determining means determines the target shift speed. Shift permission determining means for calculating an engine speed when the gear is engaged with the target speed based on the target speed and the output shaft speed, and determining whether the calculated engine speed is out of an allowable range. When the calculated rotation speed of the engine is determined to be outside the allowable range, the shift assist electric motor is driven in the direction opposite to the shift operation direction.
The gear-in which may cause overrun or underrun of the engine is prevented, and the driving force in the direction opposite to the shift direction by the electric motor acts on the shift lever, so that the driver can detect the misshift. In the present invention, the shift direction detecting means for outputting the shift direction signal is provided on a knob that is tiltably mounted on the shift lever, and the knob is tilted in the first shift direction and the second shift direction. Since it is configured to output a signal corresponding to the tilt in the direction, it is possible to detect the shift direction at the initial stage of the operation of the shift lever and determine the target gear position, thereby reliably preventing the occurrence of overrun etc. can do.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a transmission mechanism provided with a shift assist device for a transmission configured according to the present invention.

FIG. 2 is a schematic configuration diagram showing a gear mechanism of the transmission shown in FIG.

FIG. 3 is a sectional view of a synchronizer provided in the transmission of FIG. 2;

FIG. 4 is a view showing a shift pattern of a speed change lever of the speed change mechanism shown in FIG. 1;

FIG. 5 is a perspective view of a main part of a shift mechanism constituting the transmission mechanism shown in FIG. 1;

FIG. 6 is an explanatory diagram showing a relationship between a shift stroke position of a clutch sleeve of the synchronization device shown in FIG. 2 and a voltage applied to an electric motor of the shift assist device.

FIG. 7 is a flowchart showing an operation procedure of overrun or underrun prevention control of a controller constituting a shift assist device of a transmission configured according to the present invention.

[Explanation of symbols]

2: Transmission 21: Transmission input shaft 22: Transmission output shaft 23: Transmission counter shaft 241: Driving gear (fifth speed gear) 241a: Dog tooth 242: Fourth speed gear 242a: Dog tooth 243 : Third speed gear 244: Second speed gear 25a, 25b, 25c: Synchronizing device 261, 262, 263, 264, 265, 266: Counter gear 251: Clutch hub 252: Clutch sleeve 253: Key 254: Key spring 255, 256: synchronizer ring 3: shift lever 31: shift lever knob 4: shift knob switch 41: first switch (SWI) 42: second switch (SW2) 5: shift operating mechanism 6: shift mechanism 61: push-pull Cable 62: Control lever 63: Control rod 64: Shift leverー 651, 652, 653: shift rods 661, 662, 663: shift block 7: select mechanism 71: push-pull cable 72: select lever 75: select position detection sensor (SES) 8: shift assist device 81: electric motor (M1) ) 82: reducer 83: operating lever 84: connecting rod 85: shift stroke sensor (SIS) 86: rod 87: lever 9: clutch pedal 91: clutch pedal switch (SW3) 10: controller

Continued on the front page F-term (reference) 3J067 AA04 AA21 AB01 AB24 AC05 BA02 BA56 BB02 CA07 CA23 CA32 CA40 DB32 EA04 FA03 FB02 FB63 FB90 GA01 3J552 MA04 MA13 MA17 NA04 NB01 PA18 PA23 QB07 RA06 RC09 SA22 SB20 TB11 TB13 VA37W VA62 VA62

Claims (1)

[Claims] 1. A shift operation mechanism mounted on a vehicle for shifting a transmission driven by an engine, a shift lever connected to the shift operation mechanism, and a shift operation direction of the shift lever. A shift assist device for a transmission provided with an electric motor for operating in the same direction, wherein a select position detecting means for detecting a select position of the shift operation mechanism, and a knob tiltably mounted on the shift lever. And
Shift direction detecting means for outputting a signal corresponding to the tilt of the knob in the first shift direction and the tilt of the knob in the second shift direction; and output shaft rotation speed detection for detecting the rotation speed of the output shaft of the transmission. Means for controlling the drive of the electric motor based on detection signals from the select position detecting means, the shift direction detecting means, and the output shaft rotational speed detecting means, the controller comprising: Gear position determining means for determining a target gear position of the transmission to which the shift lever shifts based on a select position signal detected by a detection sensor and a shift direction signal detected by the shift direction detecting means; The target gear is determined based on the target gear determined by the determiner and the output shaft rotation speed detected by the output shaft rotation detector. Shift permission determining means for calculating the rotation speed of the engine when the engine speed is out of the allowable range, and determining whether the calculated rotation speed of the engine is allowable. The shift assist device for a transmission, wherein when it is determined that the shift is out of the range, the electric motor is driven in a direction opposite to a shift operation direction of the shift lever.