JPH0117716Y2 - - Google Patents

Description

[Detailed explanation of the idea] This invention relates to an automatic transmission device for a vehicle.

In transmission systems for automobiles, etc., in order to reduce driver fatigue, conventional mechanical transmissions and mechanical clutches are combined with pneumatic control using electrical signals (for example, see Automotive Engineering Vol. 32 No. 8 (March 1983) published by Railway Japan Co., Ltd.). ) has been developed. Additionally, the present applicant has previously applied for a technology aimed at reducing fuel consumption or increasing output through an automatic transmission using a mechanical clutch (Utility Application No. 163228/1982).

However, in the case of automatic shifting using a mechanical clutch, the control of half-clutching when starting is very complicated, so the driver must manually operate half-clutching when starting and disengaging the clutch when stopping. If the shift change operation and clutch operation are performed automatically while driving, the driver will get used to this and disengage the clutch even when the vehicle is stopped because the clutch will not be disengaged when changing the shift during normal driving. If the operator forgets to operate the engine and the engine rotational speed drops too much, problems such as unpleasant vibrations or engine stalling occur.

In order to solve this problem, the applicant first filed an application for an automatic transmission system for a vehicle that is equipped with a control device that sets the transmission to a neutral state when the engine speed and accelerator opening state fall below a set value. are doing.

By the way, in the above-mentioned device, if the engine speed is controlled at high idle because the engine is warming up or the cooler is in use, the engine speed may not drop to near low idle. As a result, there is a problem that the clutch is not released at any time.

Other conventional techniques include, for example,
There is something described in Publication No. 40487. but,
This technique does not take into account the problem that the clutch remains disconnected indefinitely while the engine is warming up or while an auxiliary device such as a cooler is operating, and no countermeasures have been disclosed.

Therefore, an object of the present invention is to provide an automatic transmission device for a vehicle that can deal with such problems.

According to the present invention, in an automatic transmission system for a vehicle equipped with a control device that disengages the clutch when the engine speed falls below a set value, when the engine is warming up or an auxiliary device such as a cooler is operating, An idle rotation setting condition signal higher than the normal idle rotation is input to the control device, and the idle rotation speed is output to the electronic governor, and an engine rotation speed slightly higher than the idle rotation speed is input as a set value to control the clutch actuator. The clutch transmission control circuit outputs a clutch actuator actuation signal to the clutch actuator to actuate the clutch and disengage the clutch.

Therefore, regardless of whether the idle speed is from high idle to low idle, the clutch will be disengaged at an engine speed slightly higher than the currently set idle speed, and as a result, the clutch will be disengaged at a slightly higher engine speed than the currently set idle speed. Even when auxiliary equipment such as a cooler is in operation, the clutch is reliably disengaged and the vehicle can be stopped smoothly.

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

First, the configuration of the present invention will be explained with reference to the block diagram shown in FIG. 1. The control device 1 includes an electronic governor control circuit 2 and a clutch/mission control circuit 3. An idle setting volume 4, a water temperature sensor 5 that detects the engine cooling water temperature, and an air conditioner switch 6 that selects the capacity of auxiliary equipment, for example, are provided.These detection signals determine the idle rotation speed, and this idle rotation speed is used for fuel injection. pump 7
In addition to outputting the output to the electronic governor of
It is designed to be output to the mission control circuit 3. The clutch transmission control circuit 3 inputs the engine speed set value from the electronic governor control circuit 2, and when the actual engine speed is smaller than this set value, the clutch transmission control circuit 3 controls the actuator 10 of the clutch 9.
A signal is output to activate the clutch 9 and disconnect the clutch 9.

In FIG. 2, an engine 11 is connected to a mechanical clutch 9 and a transmission 12, and these power transmission mechanisms include a control device that disengages the clutch 9 when the engine speed falls below a set value. 1 is provided.

This control device 1 is provided with an idle rotation setting volume 4, a water temperature sensor 5, an air conditioner switch 6, etc., and is connected with an electronic governor 8, a clutch actuator 10, etc.

The control device 1 uses a microcomputer to
It consists of an electronic governor control circuit 2 and a clutch/mission control circuit 3 communicating with this circuit 2. The electronic governor control circuit 2 has the aforementioned idle rotation setting volume 4, water temperature sensor 5, air conditioner switch 6, and electronic governor 8 on its input side.
In addition, there is an engine rotation sensor 13 that detects the engine rotation speed, an accelerator sensor 14 that detects the accelerator opening, a clutch pedal sensor 15 that detects the clutch position, a key switch 16 that detects the key position, that is, the starter on or key off signal, and the auto sensor. A cruise switch 17 is connected. On the output side, in addition to the electronic governor 8, there are an auto cruise main lamp 18 and an auto cruise set lamp 1.
9, a failure lamp 20 and an abnormality lamp 21 are connected. On the input side of the clutch/distraction control circuit 3, in addition to the clutch pedal sensor 15 and key switch 16 described above, there are also a kick-down switch 22 for detecting a switch-down state, a brake pedal sensor 23 for detecting the brake pedal opening position, and a selector position. Shift selector 2 that detects the shift
4. A clutch position sensor 25 that detects the clutch position, a rotation sensor 26 that detects the rotational speed of the countershaft of the transmission 12, a vehicle speed sensor 27 that detects a vehicle speed signal, and a transformer that detects the shift position of the transmission 12. transmission shift sensor 28A, handbrake switch 29 that detects the handbrake, shift up/down switch 30 that detects the shift up/down signal, hold switch 31 that maintains the shift position, conditions for starting and stopping the engine in an emergency. A pass switch 32 is connected. On the output side, in addition to the aforementioned clutch actuator 10 and transmission shift actuator 28, there are a transmission error lamp 33, a clutch error lamp 34, an exhaust brake on relay 35, an exhaust brake off relay 36, and an engine. Start relay 37
is connected. and electronic governor control circuit 2
and the clutch/mission control circuit 3 are connected, and the clutch/mission control circuit 3 outputs a maximum speed cut command, a full load q cut command, and a governor control command to the electronic governor control circuit 2.
The electronic governor control circuit 2 outputs the aforementioned engine speed setting value signal, accelerator opening signal, and rack position signal to the clutch/mission control circuit 3, and auto-cruise related signals are exchanged between the two circuits. It is becoming more and more like this.

The idle setting volume 4 sets the idle speed of the engine to high idle, that is, approximately
600RPM or low idle i.e. 400~
Can be set to any speed between 450RPM and normal idle.

The engine rotation sensor 13
It is arranged at the front end of the crankshaft and is configured to detect a rotation signal corresponding to the rotation speed of the crankshaft.

With this configuration, the operation shown in the flowchart of FIG. 3 is performed. That is, signals from the water temperature sensor 5, air conditioner switch 6, and idle setting volume 4 are read into the electronic governor control circuit 2 (step S ₁ ). Next, the idle rotation speed Ni is set based on the above signal (step S ₂ ). Then, in the electronic governor control circuit 2,
The optimal engine speed Ni+α matching the water temperature and capacity of the auxiliary equipment at that time is set and outputted to the clutch/mission control circuit 3 (step S ₃ ). Next, the engine speed NE is read by the engine speed sensor 13 into the electronic governor control circuit 2, and outputted to the clutch/mission control circuit 3 (step _S4 ). Next, when the engine speed NE approaches the engine speed setting value Ni+α with the clutch 9 connected, the clutch/mission control circuit 3 controls the engine speed
It is determined whether NE is smaller than the engine speed (step _S5 ), and if it is determined that the engine speed NE is smaller than the engine speed setting value Ni+α, the clutch/mission control circuit 3 activates the clutch. A yuator disconnection signal is output to the clutch actuator 10 (step S ₆ ). Then, the clutch transmission control circuit 3 outputs a transmission neutral operation signal to the transmission shift actuator 28, and after setting the transmission 12 to the neutral state, outputs a clutch connection signal to the clutch actuator 10 again. However, when the clutch is engaged and the idling state approaches, there is no need to press the clutch pedal 38, and unpleasant vibrations (commonly known as a knock state) occur due to the clutch 9 being engaged.
Smooth low-speed driving transitions to a stopped state without causing engine stalling (step
_S7 ). On the other hand, if it is determined in step _S5 that the engine speed NE is greater than the engine speed setting value Ni+α, the clutch/mission control circuit 3 controls the transmission shift actuator 2.
At step S8, a control signal for upshifting or downshifting is output, or the driver depresses the accelerator pedal 39 to shift down, and the vehicle is controlled to drive normally (step _S8 ).

In this way, regardless of whether it is from high idle to low idle, the idle speed set at that point is taken as a standard and the idle speed is added to it. The larger the capacity, the higher α)
By disengaging the clutch at the set engine speed, the vehicle is brought to a smooth stop.

As explained above, according to the present invention, the clutch is disengaged at an engine speed setting slightly higher than the idle speed, so the vehicle can be stopped regardless of whether the idle speed is high idle or low idle. is carried out smoothly.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing one embodiment of the present invention.
FIG. 2 is a system diagram of this embodiment, and FIG. 3 is a flowchart of this embodiment. 1...control device, 2...electronic governor control circuit,
3...Clutch transmission control circuit, 4...Idle setting volume, 8...Electronic governor, 9...
...Clutch, 10...Clutch actuator.

Claims (1)

[Scope of utility model registration request] In an automatic transmission system for a vehicle equipped with a control device that disengages the clutch when the engine speed falls below a set value, when the engine is warming up or an auxiliary device such as a cooler is operating, the control device has the following: An idle speed setting condition signal higher than the normal idle speed is input to output the idle speed to the electronic governor, and at the same time, the clutch actuator is actuated to input an engine speed setting value slightly higher than the idle speed. An automatic transmission device for a vehicle, comprising: a clutch transmission control circuit that outputs a clutch actuator operation signal to the clutch actuator to disconnect the clutch actuator.