前苏联专利SU1445551A3 Method of automatic control of gear-shifting of fixed-ratio transmission of vehicle

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专利说明

权利要求

类似技术

同族专利

引用文献

法律状态

优先权

专利摘要:
An automatic controlling method of a transmission for shifting a higher speed-changing stage in use to a lower side in regular sequence according to an increase in a loaded weight, and to widen a high-speed operable range at each position of gear shift used; in a vehicle having a transmission system transmitting an engine power to driving wheels through the means of a clutch and a staged-gear transmission.
公开号:SU1445551A3
申请号:SU823505875
申请日:1982-10-28
公开日:1988-12-15
发明作者:Факунага Такао
申请人:Кабусики Кайся Даикин Сейсакусо. (Фирма)；
IPC主号:

专利说明:

The invention relates to a method for automatically controlling a transceiver, which is intended to adjust the position range of a switch used by the transmission, according to the weight of the vehicle with the load.
The purpose of the invention is to increase reliability when changing gears from higher to lower depending on the signal corresponding to the vehicle mass with a load, and to expand the upper part of the speed range in each selected position of the research institute. FIG. I shows a general kinematic diagram of the automatic control device. vehicle transmission; figure 2 shows the block diagram of the device; FIG. 3 is a circuit diagram of the device; figure 4 - block diagram of the device j option; on fig.Z - the same option; Fig. 6 is a vehicle control diagram for carrying out the flowchart of Fig. 5 | Fig. 7 is a primordial electrical circuit of the device of FIG. 4, which is complete according to FIG.
The automatic transmission control unit of the vehicle contains an engine load sensor 1, a generating signal AND engine load, an engine speed sensor 2 that generates a signal N for the engine speed j, a vehicle mass sensor 3 with a load 4, an output signal Wj source 5 the pressure of the working fluid connected to the distributor 6 with the electromagnetic control and to the distributor 7 gears. The device also includes a gear shift lever 8 and an accelerator pedal 9 coupled to the engine load sensor 1. Sensors 1d 2 and 3, as well as the vehicle speed sensor 10, generating the V signal; and the lever 8 is connected to the arithmetic circuit 10, the output of which is connected to the electromagnet of the distributor 6, the output connected to the distributor 7 of the gears.
In the block diagram (Fig. 2), the arithmetic circuit 10 corresponds to an area surrounded by a dotted line. FIG. the arithmetic circuit 11 is a gain circuit for calculating the load, circuit 12-14 for the comparator circuit, circuit 15 and
.J
; ,,,
U 15
c20 25 -
30 a, 40 - 45 th „

logic circuits, circuit 17 — electric current amplification circuit, and circuit 18 — relay activation circuit. The speed ratio is the ratio of the vehicle speed signal to the engine speed signal (D - N / U),.
The dual band gearshift mechanism, which is the main gearshift system, is described below as an example. FIG. 3 is a schematic diagram for converting signals J 5 N, W (ratio of speeds K), engine speed N and weight with weight W to speeds by means of a discontinuous switching position; Circuits 195 20 and 21 are comparator circuits (Schmitt trigger circuits), Circuit 22 — J logic circuit, Circuit 23 — electric current gain excitation circuit for converting the output of logic circuit 23 for actuating the solenoid valve. Vehicle speed, engine load 5 engine speed and weight with load, which are converted into electrical signals through vehicle speed sensor 10, engine load sensor 1 S engine speed sensor 2 and load weight sensor 3 (figure 1) are further converted into an electrical signal ON or OFF, it makes its boundary a predetermined voltage value by means of a Schmitt trigger circuit 19 ,. 20 and 21, respectively. Then, the converted signals are calculated in logic circuit 22., which is designed to follow a predetermined logic, and the ON or OFF signal is generated as a result by circuit 22, the generated signal is sensed by circuit 23, and shift control 24 and 25, which are variable impedances. The circuit in FIG. 3 also contains a Zener diode 26, an operational amplifier 27, a circuit NOT 28-30, a circuit AND 31-335circuit OR 34 a diode 35, a transistor 36, a relay 37, a solenoid valve 38, similar to valve 6 (FIG. 1) , sources 39,40 of power, the source 41 of the signal of the gear lever in FIG. 3, In the case
when the circuit 19 is adjusted so that it generates an ON signal (on). when the ratio of the speeds r is above a predetermined value, and generates an OFF signal (off) when it is below this value, circuit 20 is adjusted to become ON, when the engine N frequency of the engine rotation frequency is above the predetermined value, and become OFF when
below the value, the circuit 21 is adjusted to become ON when the weight signal W with the load is above a predetermined value, and become OFF when it is below this value, and then these circuits are connected via the logic circuit 22 to the circuit 23, then the electron valve 38 responds as shown in the following table to control the switching position.
OFF OFF OFF OFF ON ON ON ON ON
OFF ON OFF ON ON
W
OFF OFF ON ON
Solenoid valve
OFF OFF ON OFF ON ON ON ON OFF
Switch position
A block diagram of an embodiment of a turnout in the case of performing an automatic gear shift taking into account the weight with a load in addition to the vehicle speed and engine load is shown in Fig. 4, where the following symbols are taken:
42 is a window type comparator;
43- gear shift position; arrow A is intended for the first and second gear positions; Arrow A is for the third and fourth gear positions in FIG. 4. The block diagram of FIG. 5 is presented in the case of automatic gear shifting taking into account the weight with
cargo in addition to vehicle speed, where 44, 45 and 46 are window-type comparator circuits for shifting gears from the first to the fourth position, gears from the first to the third position, and gears from the first to the second position in this order;
OFF ON OFF ON ON
OFF OFF ON ON
five
0
five
0
five
Arrow A ,, A and A are intended for light weight, medium weight and heavy weight in the indicated order, and Arrow A is intended for high vehicle speed.
The application of the invention on the four-, range transmission mechanism is shown in FIG. 7 The circuit consists of the usual hysteresis circuit of the Schmitt trigger 47, which receives the electrical signal of the speed ratio X, the logic circuit 48, which includes the circuit 49, perceives that electrical weight signal with the load W, the logic element, and excites the current amplification circuit for the transmission actuation relay (the element acts as a shift lever and gears in a conventional transmission), responsive to the actual speed ratio, as well as the gear shift setting circuit 50.
In the case where the speed ratio varies from O to,.,., The output of the op-amp 51 is 1, and the outputs of the others are
5U
Amplifiers 51-54 are also 1 (because all the outputs of the four Schmitt trigger circuits are l)
at the same time, the vehicle is stationary in a fixed state through
the effect of the variable resistances used by the No. 1 setup circuit 50: gear shift points,
Now consider when the vehicle begins to move from a stationary state, Output 1 of the operational amplifier 51 in the uppermost circuit () passes through the circuit AND 55 and the circuit NOT 56 to activate the output V 'in ° D and causes the relay 57 in in accordance with the first position due to the operation of transistors 58 and 59 “The activation of the relay 57 causes the practical operation of the transmission.
Consider the amplifier 52, which is different from the operational amplifier 51. In the case when the operation signal is fed to the relay 57, the output of the amplifier 52 has an H and the output of the circuit is NOT AND 60 depends on the codes of the amplifiers 52s 53 and 54 and the output passing through the circuit is NOT AND 61 (the inputs to the circuit are NOT AND 60 are Q, t., 1; Consequently, the output of the circuit is NOT AND 60
is
It is 0 itself. Similarly, the outputs Wg and Wj are both so that the relays 63 5 64 and 655 react to the second, third and fourth positions, respectively, do not function.
When in the next stage the input voltage (ratio of speeds) in the D7 circuit of the 10mitt trigger increases as the vehicle speed increases to a value corresponding to the previously described voltage (indicated as the threshold voltage; which must be predetermined for each actual outgoing speed / then the output of usG Schitel 51J which until now was 1 becomes O n, therefore, the first position 57 relay is switched to OFF using the schemes NOT AND 55 and 56, the output of the circuit NOT AND 62 becomes 1 to bring a relay 63 of the second position because ahodna side cxej-ibi NAND claim 60 olu- chaet data via the NAND circuit 61.
Namely, all the outputs of the amplifiers
and the output of the circuit is NOT AND 61 is U, t, e is the output of k.
make up
at the beginning of the movement
five
n 5 0
50
0 5
five
516
i the start of the relay 57 reEO; -o position is set to ON, then as the vehicle speeds increase, the output of the amplifier 5 1 becomes 0, g rel 57 is set to OFF one; - ;. . 1) interchangeably with the installation of the relay 63 of the second position on ON, Further, when increasing the speed of the vehicle, the output of the amplifier becomes 0% of the second position 63 is set to OFF, the relay 64 is set to ON, the speed is switched to a higher level in the correct sequence . investigator} Yu5 when the output of the scheme; 4.9. .: is O (weight with a light load) at speed reduction is carried out in an orderly manner - final to high gear. When the output of circuit 49 is 1 (weight with heavy load), the fourth position relay is not activated by the action of relay 65 d. When the output of circuit NOT AND 66 becomes i. With ems, the third relay 64 operates to maintain the speed ratio to the third speed, because the output of the OR circuit is 67, Accordingly, in the composition, the gearbox is shifted to the highest gear, the same o6pa3OMs as in the usual automatic gear shift mechanism, when weight with weight W is light; however, shifting; first gears are not performed until top gear when; weight with load W t yellow.
The actual position of the switching mechanism (from the first position to the fourth position) and the value of the logic circuit are given in the following table, with the posit G in the table indicating the points of operation of the relay.
The table shows the values for the case when the output of the circuit Xj is 0.
SI

In tabl, 2 are given} | and for
the case when .c cxeivibi X, is et-f 1
When the present invention is applied to a four-band transmission mechanism in accordance with the flowchart of FIG. 1, vehicle characteristics can be realized. As shown in FIG. 6. In this case, the circuits (FIG. 7) are used. For the window-type comparator circuits. shown on
7 1
Fig. 5, respectively, and each variable resistance is set at a value such that the characteristics of the vehicle shown in Fig. 6 can be achieved. The horizontal axis is for vehicle speed V, the vertical axis is for positioning and transmission switching 43, line L, Lj (L, L are for the first position (the slowest position for the second position, for the third position and for the fourth position of the gear of the gearbox in order, the bottom line indicates the switch only between the first and second-: positions, the middle line indicates switching between the first and third positions, and the upper line indicates the switching between the first and fourth positions (Fig.6).

权利要求:
Claims (1)
[1]
Invention Formula
A method for automatically controlling the gears of a vehicle’s speed transmission, which transmits engine power through the clutch and the aforementioned transmission to the drive wheels, in which, according to signals corresponding to vehicle speed, engine load and engine speed, the gear shift control signal differs in that, in order to improve reliability when switching pe5551
relays from a higher gear to a lower one, depending on the signal corresponding to the mass of the vehicle with a load, and expanding the upper part of the speed range s kgsgsdom the selected transmission position, extrude a signal proportional to the ratio of the signals, the vehicle speed and engine load , C - persecution; corresponding to vehicle speed and engine load signals, as well as signals corresponding to 5 times the 11 bsacce of the vehicle with a load, converting 1 into logical signals by comparing the given signals with a reference level and when the corresponding signal of the reference signal is exceeded uB-r form logical signals and form a shift control signal by disjunction of two signals, the first of which, according to the logical signal, is the ratio vehicle speeds n engine load i: negating the conjunction of logical signals of engine speed and
0 accs of a vehicle with a load, and the second is obtained by conjunction-negating the logical signal of the vehicle speed and engine load and conjunction of the logical signals of the engine rotational speed and vehicle mass with the load
0
five
five
Spreadsheets
one::
zim
EZZ3I
1: 1-12
Fi & Y
FIG.
hv-l i / i 1
I am j
I
J Id I
y-y
-fSQ
.jis. 7

类似技术:

公开号 | 公开日 | 专利标题

SU1445551A3|1988-12-15|Method of automatic control of gear-shifting of fixed-ratio transmission of vehicle

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US2606456A|1952-08-12|Shifting means for transmissions

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JPH01120476A|1989-05-12|Speed change controller for continuously variable transmission of vehicle

IT1240179B|1993-11-27|GEAR SELECTION DEVICE FOR A VEHICLE TRANSMISSION GROUP

同族专利:

公开号 | 公开日

JPS5877958A|1983-05-11|

KR840001896A|1984-06-07|

US4523496A|1985-06-18|

DE3240236A1|1983-07-14|

KR860001449B1|1986-09-25|

引用文献:

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

RU2526332C2|2009-12-21|2014-08-20|Вольво Ластвагнар Аб|Method for multiclutch transmission control|US1168179A|1913-05-01|1916-01-11|Theodore Douglas|Motor-vehicle speed-controller.|

US2704132A|1950-01-11|1955-03-15|Clark Equipment Co|Overload safety device for industrial truck|

DE1580549A1|1966-08-02|1970-12-23|Porsche Kg|Electric switching device for change gears of vehicles, especially motor vehicles|

US3752011A|1971-10-18|1973-08-14|Gen Motors Corp|Method and apparatus for controlling a power transmission|

GB1425931A|1972-02-18|1976-02-25|Nash A R B|Deflectionsensitive arrangemengs|

JPS5545785B2|1972-05-08|1980-11-19|

GB1472055A|1973-04-06|1977-04-27|Srm Hydromekanik Ab|Control system for a transmission|

DE2419754A1|1974-04-24|1975-11-13|Bosch Gmbh Robert|DEVICE FOR DETERMINING THE LOAD-DEPENDENT CHANGING DISTANCE BETWEEN THE VEHICLE AXLE AND THE BODY OF A VEHICLE|

US4206829A|1976-12-27|1980-06-10|Towmotor Corporation|Control system for lift trucks or the like|

DE2700788C3|1977-01-11|1984-01-19|Robert Bosch Gmbh, 7000 Stuttgart|Device for adjusting the shift jerk in motor vehicles|

US4361060A|1978-01-24|1982-11-30|Smyth Robert Ralston|Mechanical automatic transmission|

DE2813697C3|1978-03-30|1981-01-15|Westdeutscher Rundfunk Anstalt Des Oeffentlichen Rechts, 5000 Koeln|Partition wall for dividing rooms into buildings ''|

US4262335A|1978-08-18|1981-04-14|S.R.M. Hydromekanik|Vehicle transmission control system|

DE2952204A1|1979-12-22|1981-06-25|Audi Nsu Auto Union Ag, 7107 Neckarsulm|Automobile automatic transmission responsive to passenger load - allows higher ratios for low chassis load for higher economy|

US4414863A|1980-02-19|1983-11-15|Deere & Company|Automatic electronic control for a power shift transmission|

JPS5725553A|1980-07-21|1982-02-10|Aisin Seiki Co Ltd|Automatic speed change control system|JPH0517434B2|1982-04-27|1993-03-09|Toyota Motor Co Ltd|

DE3311295A1|1983-03-28|1984-10-04|Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover|CONTROL DEVICE FOR A VEHICLE TRANSMISSION FOR CHECKING THE MAXIMUM TORQUE|

DE3311306A1|1983-03-28|1984-10-11|Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover|CONTROL DEVICE FOR A VEHICLE TRANSMISSION FOR DETERMINING THE ECONOMIC DRIVING AREA|

US4630508A|1983-03-28|1986-12-23|Wabco Westinghouse Fahrzeugbremsen Gmbh|Method and apparatus to determine constant speed torque on an engine|

DE3465174D1|1983-04-23|1987-09-10|Wabco Westinghouse Fahrzeug|Control system for a motor vehicle driven by a stepped-gear transmission|

DE3311254A1|1983-03-28|1984-10-04|Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover|CONTROL DEVICE FOR A VEHICLE FOR CONTROLLING THE POWER AVAILABLE WHEN CHANGING THE GEARBOX TRANSMISSION|

DE3334713C2|1983-09-26|1992-09-17|Wabco Westinghouse Fahrzeugbremsen Gmbh, 3000 Hannover, De|

JPS6269654U|1985-10-23|1987-05-01|

IT1203525B|1986-01-14|1989-02-15|Fiat Auto Spa|SPEED CHANGE FOR MOTOR VEHICLES|

EP0238310B1|1986-03-17|1991-07-17|Isuzu Motors Limited|Apparatus for controlling an automatic gear transmission|

US4998200A|1988-04-29|1991-03-05|Chrysler Corporation|Electronic controller for an automatic transmission|

US5005680A|1988-10-14|1991-04-09|Diesel Kiki Co., Ltd.|Apparatus for controlling gear transmission and clutch of vehicles|

法律状态:

优先权:

申请号 | 申请日 | 专利标题

JP56174727A|JPS5877958A|1981-10-30|1981-10-30|Automatic controlling method of transmission gear|

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