JPS5917051A - Neutral controller for automatic speed change gear for car - Google Patents

Abstract

PURPOSE:To prevent shock on starting by preventing a speed change gear from being set in neutral state in idleing-up and choke operation. CONSTITUTION:A speed change gear is not set in neutral state even if a brake pedal is stepped-in, so far as the engine revolution number does not reduce below a normal idling revolution number. Therefore, when the engine revolution number is higher than a normal idle revolution number such as in idling-up or when a choke operates, the speed change gear is set into advance driving state. Therefore, when brake is released, a car starts as it is, so rapid start of movement as in the transfer from neutral to advance driving state of the speed change gear can be prevented. Further, when the engine revolution number is equal to a normal idle revolution number, the speed change gear is set in neutral state, so vibration of a torque converter can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automatic transmission, and more particularly to a neutral control device for an automatic transmission that automatically puts the automatic transmission into a neutral state under certain conditions.

Automatic transmissions, which are constructed by combining a torque converter and a gear transmission mechanism such as a planetary gear mechanism, are widely used in automobiles. Equipped with En 7 Non, Ponfu 0 year to be drawn!
'A fluid, ie, hydraulic oil, is circulated through the turbine to transmit power to the turbine.

In such an automatic transmission, when the vehicle is stopped,
o) It is also possible to manually cut off the power transmission between the torque converter and the gear transmission mechanism, or to put the gear transmission mechanism itself into a idling state, thereby placing the automatic transmission in neutral. In driving conditions where stops are repeated frequently, it is difficult to manually put the transmission into neutral each time the vehicle stops. It is common to maintain a stopped state.

However, under such a torque converter stall condition, there is a possibility that the converter will vibrate or the vehicle may creep, and the torque converter drive load on the engine will inevitably increase. This results in increased fuel consumption.

As an automatic transmission intended to solve such problems, there is one described in Japanese Patent Publication No. 994-994.

This automatic transmission can automatically shift to neutral under the conditions that the accelerator pedal is released, that is, the accelerator is fully closed, the brake pedal is not depressed, and the vehicle speed is low. It has become.

Therefore, in this device, when the vehicle is stopped or at an extremely low speed, depressing the brake pedal brings the vehicle into a neutral state, and when the vehicle is released from the pedal, the neutral state is canceled. In this case, under operating conditions where the idle speed is set high due to the operation of the idle up mechanism, such as when operating the cooler, or where the engine speed is increased due to the operation of the choke, etc.
When you release the brake pedal before the next start, the transmission changes from neutral to forward drive, and the high engine speed is transmitted as is, causing you to feel a shock as if the vehicle suddenly jumped out.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a neutral control device that can automatically bring an automatic transmission into a neutral state as needed, and can prevent the automatic transmission from shifting when starting.

The configuration of the present invention includes a vehicle speed detection means for detecting a vehicle speed below a set vehicle speed, an accelerator fully closed detection means for detecting a fully closed accelerator,
A brake detection means for detecting the operation of the brake, an idle idling detection means for detecting an idle state, and the above-mentioned q.
Neutral, which puts the transmission in neutral based on the detection of two detection means? tt control means.

Therefore, in the present invention, even if the brake pedal is depressed at low speed, the transmission does not enter the neutral state unless the engine speed drops below the normal idling speed. Therefore, when the engine speed is higher than the normal idle speed, such as when the idle speed is 70 or when the choke is activated, the transmission is placed in the forward drive state.

Therefore, when the brake is released, the vehicle will continue to move forward, and there will be no lurching as occurs when the transmission shifts from neutral to forward drive.

When the engine speed is at normal idle speed, the transmission is set to neutral, which eliminates torque converter vibration, vehicle creep, etc., and reduces fuel consumption when the vehicle is stopped. The effect is the same, and the rotation speed of Ennon is low when starting.
Jonoku is not a problem.

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

Referring to FIG. 1, a schematic diagram of an automatic transmission according to an embodiment of the present invention is shown, and this automatic transmission includes a torque converter 0, a first planetary gear mechanism 12, and a first planetary gear mechanism 14. The rotational force of the crank/gift 16 is transferred to the torque converter 0 via the torque core converter 10.
is transmitted to the output shaft 118 of. The output IFl 1118 is connected to the front clutch 20 via the front clutch 20.
, the first planetary gear mechanism 12 is connected via the rear clutch 24.
The ink-null gear 26 is connected to the ink-null gear 26.

＼ Connecting/L22 is the first. It is connected to the Zang gear 21.23 of the first planetary gear mechanism. Further, the connecting/el 22 is adapted to engage with the brake band 25, and when engaged, its movement is restricted.

The planetary carrier 28 of the first planetary gear mechanism 12 is connected to an internal gear 30 and an output gear 32 of the first planetary gear mechanism. The planetary carrier 34 of the second planetary gear set 14 can be restrained by a low and reverse brake 36 and a one-way clutch 38. Further, the internal gear 30 of the first planetary gear mechanism can engage with the /F-king gear 40, and when both engage, the output
Movement of the gear 32 is restricted. Note that the supply of hydraulic oil to the torque converter is performed by a mail pump 42.

Figure 1 shows the hydraulic control circuit that operates each clutch and brake to obtain the required gear.
Hydraulic oil discharged into the pressure line 101 from the mail pump 042 driven by the engine output 1 in the 1st circuit has its pressure adjusted by the pressure regulating valve 102 and is guided to the select valve 103.

The select valve 103 is /, 2. When the select valve 103 is in the /1.2 and D positions, the pressure line 101 is connected to ports 1-a, b of the valve 103.
', connects to c. Boat a is connected to the actuator 104 for actuating the rear clutch 24 via a line 126, and when the valve 103 is in the position described above, the rear clutch 24 is held in an engaged state. Also, boat a is connected to the first governor valve 106 via the second governor valve 105, and when the vehicle speed exceeds a set value, the line 107
Vehicle speed signal pressure is generated. Vehicle speed signal pressure on line 107 (
d/-, 2/foot valve 108, :l-3'/foot valve 1
09 and a pressure modifier valve 122, these valves are operated according to the vehicle speed.

, I=-t-c are connected to the second lock valve 111, and the pressure in line 101 is applied to the outer core 111 to hold the spool of this valve in the two-way position in the figure.

The pressure of boat b is applied to the second lock valve 111, and when the pressure from s5-c is not acting on the outer core 111, it acts to push down the spool of the outer core 111. Port aH further via line 112 /-,
When the spool of the second lock valve 111 is in the upper position, the line 113 from the second lock valve 108 is connected to the second lock valve 108, and the line 113 is a line leading to the engagement side pressure chamber of the second lock valve 114 of the second lock valve 111. 115. Furthermore, port c is connected to knee 3 via line 116.
This line 116 is connected to line 117 when the vehicle speed exceeds a set value and the 2-3 soft valve 109 is actuated.

Line 117 is actuator 1 of brake band 25
When hydraulic pressure is introduced into the pressure chamber, the actuator 114 engages (actuates the brake band 25 in the release direction against the pressure in the pressure chamber 1111. The pressure is also directed to the actuator 118 of the front clutch 20, causing it to engage.

The select valve 103 is in the / position when the pressure caraino 101 is
and has a port d leading to line 11.
9, reaches the /-2/ foot valve 108, and then the line 1
20 and is connected to the actuator 121 of the low and reverse spray gear 36. Furthermore, the hydraulic control circuit includes a pressure cammodifier valve 122, a down 7ft valve 12
3. Although a throttle buffer rough' valve 124 and a vacuum throttle valve 125 are provided, the configuration and operation of the control circuit described above are the same as those conventionally known, so detailed explanation will be omitted.

In this example, a neutral valve 1 is further connected to the pressure line 126.
30 are provided. Neutral valve 130 is a solenoid valve that is normally open and shuts off line 126 when solenoid 130a is energized by a signal.

In the above control circuit, the relationship between the gear position and the operation of the clutch and brake is shown in the table.

The symbol ■ in the table indicates that it does not contribute to operating power transmission. Note that when pressure is introduced to both the engagement 11111 and release side of the brake band 25, the brake operates on the release side due to the difference in area of the actuator.

Furthermore, /-2/ foot valve 108 and 2-3 foot valve 10
It is possible to use electromagnetic valves 9 and operate them using a suitable electronic circuit to obtain a desired gear stage. In this case, governor valves 105 and 106 are unnecessary.

Referring to FIG. 3, there is shown a control circuit for a lunoid 130a for a neutral control valve according to one embodiment of the present invention.

Seven ends J201a of the ignition switch 201 are connected to a battery power source 202.

When the ignition switch 201 is activated,
The contacts 201b, 201c, 201d, and 201e are connected in this order, and the power terminal 2 is connected to the terminal 201e.
When 01b is connected, the starter starts and the engine starts. Vehicle speed switch 203, accelerator switch 2
05, one terminal of the brake switch 207, the hat brake switch 208, and the choke switch 209 are connected to the terminal 201b of the ignition switch 201 via a resistor 220.221.222.223.224, respectively. The other terminals are each grounded. Furthermore, one terminal of the vehicle speed switch 203 is connected to one terminal 204a of the AND circuit 204 through an inverter. /9K
Turns ON when the speed is below m/h. Still, one terminal of the accelerator switch 205 is connected to A via the inverter.
It is also connected to one input 71M child 204b of the ND circuit 204. This accelerator switch 205 is turned on when the accelerator pedal is not depressed. The brake switch 207 is also connected to the OR circuit 211 via an inverter, and is kept ON when the brake target is depressed. The handbrake switch 208 is connected to the OR circuit 211 via an inverter, and is turned on when the handbrake is applied. choke switch 2
09 is connected to one input terminal 204clK of the AND circuit via an inverter, and this switch 209H-
Turns ON when the y-yoke is not operating.

The output terminal of the OR circuit 211 is connected to one input terminal 204c of the AND circuit 204. AND circuit 204
The output terminal of is connected to the input terminal of another AAND circuit 210.

The output terminal of the 4 timer 206 is connected to the other input terminal of the AND circuit 210.

The output terminal of the AND circuit 210 is the NPN type trannostar 2.
Connected to 12 bases. The emitter of the transistor 212 is grounded, and the collector is connected to the lunoid 130a of the electromagnetic valve 130 for neutral control via the terminal A, and the llenoid 130a is connected to the electric power source 201b of the ignition switch 201. Okay, this Ignitsu 7 Yosuisochi 201 terminal 201bi
, i: Connected to a fast eye torsosonoid 214 via a relay 213 for the air conditioner, and a control solenoid 215 for the mag 2 and Sotokura Sochi for the compressor of the cooler.

When the fast idle solenoid 214 is energized, the fast idle solenoid 214 enters the zero idle state. Also,
When the solenoid 215 is energized, the mag holder is connected and the compressor for the cooler is operated by the encoder power. The ignition switch 201 has another terminal 201d, and the terminal 201d is connected to the air conditioner switch 217 via the solenoid 213a of the relay 213. In addition, Igniso/
A terminal 201dU of the air conditioner 201 is connected to an indicator light 216 indicating that the air conditioner is operating, and the other terminal of this indicator light 216 is connected to an air conditioner switch 217. This air conditioner switch 217 is further connected to seven input terminals 204e of the AND circuit 204.

Now, by operating the ignition switch 201, when the terminals 201a and 201b are connected, power and voltage are applied to one terminal of each switch 203, 205, 207, 208, and 209, respectively. In this case, when the vehicle is running at normal speed, at least the vehicle speed switch 203 is OFF, so the AND circuit 204
The voltage signals input to the seven input terminals 204a are inverted and become low level. Therefore, the inputs of the AND circuit 204 do not match, and its output becomes a low level.
The inputs of the D circuit 210 also do not match, and the transistor 2120
A low level signal is applied to the base and the transistor 212 becomes non-conductive. That is, solenoid 130a
is not energized and the automatic transmission is not in the neutral state. In this driving state, for example, when the driver approaches a traffic light and attempts to stop the vehicle, the driver takes his foot off the accelerator pedal and depresses the brake pedal. This operation turns on the accelerator switch 205 and the brake oil pressure switch. If this state continues, the vehicle speed decreases and eventually reaches zero. In this case, when the vehicle speed becomes less than a certain value, for example g~//Km/i, the vehicle speed switch 203 is turned on. In this case, resistors 220, 221
Due to the voltage drop in the AND circuit 201) input terminal 204
a.

The signal input to 204b becomes high level. moreover,
Since the OR circuit 211 outputs a high level signal, a high level signal is input to the input terminal 204c of the AND circuit 204. If the choke is not operating at this time, the choke switch 209 is ON, so the signal is inverted and becomes a high level, which is input to the AND circuit 204. Also, in this case, turn off the air conditioner switch.
Therefore, the input to the terminal 204e is at a high level. Therefore, at this time, the output of the AND circuit 204 becomes a high level and is input to the AND circuit 210. One terminal of the accelerator switch 205 and the brake switch 207 is also connected to a timer 206.
06 is such that one terminal of these switches 205 and 207 is at a low level for a predetermined period of time, e.g.
An output signal is generated when θ9.2 seconds have elapsed. As a result, the inputs of the AND circuit 210 match, and its output becomes high level. Therefore, a high level voltage is applied to the base of the tiger 7 nostar 212, making the tiger 7 nostar 212 conductive and energizing the solenoid 130a. As a result, the solenoid valve 130 for neutral control is activated, the hydraulic pressure supply to the rear clutch 24 is cut off, and the automatic transmission is placed in a neutral state. In this case, only the supply of hydraulic pressure to the hydraulic power supply 24 is interrupted. The reason for this is that when the neutral control of this example is performed, the speed is low, that is, the gear position of the automatic transmission is in the first gear. However, a solenoid valve 130 for neutral control can also be provided in the pressure line 101, and in this case, the hydraulic pressure supply to all friction elements of the gear transmission mechanism can be cut off.

Next, when the ignition switch 201 is activated and the power supply terminal 201a is also connected to the other terminals 201c and 201d, when the air conditioner nozzle 217 is turned on, the relay 213 is activated and the magnet nolenoid 21 is turned on.
5 and fast idle solenoid 214 are each energized, and the display -j216 lights up. As a result, the clutch of the compressor of the cooler is connected to the engine, the compressor is started, and the idle knob mechanism is activated by the excitation of the idler nodule to raise the idle rotation speed. At this time, when the air conditioner switch 217 is turned on, the voltage 204e of the AND circuit 204 becomes low level, and therefore the AN
The inputs on the Dl path 204 do not match and the automatic transmission is not in the neutral state. Note that when the choke is operating, the choke switch is OFF, and in this case as well, the inputs of the AND circuit 2040 do not match, so the neutral state is not achieved as described above. As described above, according to the present invention, neutral control is performed so that the transmission does not go into the neutral state when the idle lever is turned on or when the choke is activated, thereby preventing slippage when starting the vehicle.

FIG. 9 is a flowchart when the above control is performed using a microcomputer. In this case, similar effects can be obtained by incorporating the above control contents into the microcomputer.

[Brief explanation of drawings]

FIG. 1 is a schematic cross-sectional view of an automatic transmission according to an embodiment of the present invention;
i11 circuit diagram, No. ? The figures are a control circuit diagram of a solenoid valve for neutral control according to an embodiment of the present invention, and a flowchart for performing neutral control according to the present invention using the computer shown in Fig. q. H-1. Explanation of symbols 10 - Torque converter 12 First planetary gear mechanism 14 First planetary gear mechanism 20 - Front clutch 24/Rear clutch 25 Brake band 36 Low and reverse brake 130 Neutral 1h control valve 201 - Ignition switch 202... Battery 203・Vehicle speed switch 20
5 - Axel inch 207 - Brake Sanno switch 20B Handbrake switch 209 - Choke switch 214 - Fast idle Runoid 2 -

Claims (1)

[Claims] a vehicle speed detection means for detecting a vehicle speed below a set vehicle speed; an axle fully closed detection means for detecting a fully closed accelerator; a brake detection means for detecting brake operation; an idle idling detection means for detecting an idle state; What is claimed is: 1. A neutral control device for an automatic transmission for a vehicle, comprising: neutral control means for setting the transmission to neutral upon detection by the q detection means.