JPH0466751A - Speed change control device of transmission - Google Patents

Abstract

PURPOSE:To obtain a strong engine brake effect as well as to stabilize the operating property by operating an accessary device such as an air-conditioner, and at the same time, stopping the operation of a device to increase the engine output such as a first idling device, when an engine brake is used. CONSTITUTION:An engine brake detecting means 300 to detect the engine brake allowable condition of a speed change gear is provided, and when the engine brake detecting means 300 detects the engine brake allowable condition, the engine is controlled by an accessary device operating means 390 to make an engine driving force utilizing accessary device 506 other than the speed change gear in the operating condition. When the engine is combined with an engine furnishing an engine output increasing device 504 to increase the engine output synchronously with the operation of the engine driving force utilizing accessary device 506, the operation of the engine output increasing device 504 is to be stopped by an engine output increase prohibiting means 500 during the period the engine brake detecting means 300 is detecting the engine brake allowable condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a speed change control device for an automatic transmission.

(b) Conventional technology For example, in the case of the automatic transmission disclosed in Japanese Patent Application Laid-open No. 63-251652, driving from the output shaft side is possible by engaging an overrun clutch, which is a clutch for engine braking. Engine brake is activated. The operation of the overrun clutch is controlled by switching a valve using a valve operated by an electric signal from a control unit.

(c) Invention or problem to be solved As mentioned above, is it possible to obtain an engine braking effect by operating an engine braking clutch?The braking force of this is the driving force of the engine such as a near conditioner. It changes depending on the operating state of the attached device that uses the. That is, when the near conditioner is operating, the reverse driving force from the wheels is also consumed to operate this accessory device, so the braking force increases. In this way, it is undesirable for the braking force to change depending on the operating state of the accessory device, and it is preferable to always obtain a large braking force.

Note that if a fast idle device (a device that increases the idle speed) is provided in combination with the air conditioner, the braking force of the engine brake will be reduced by the operation of this device.

The present invention aims to solve the above problems.

(d) Means for Solving the Problems The present invention provides a device that increases engine output by always operating an attached device such as an air conditioner during engine braking, and by operating a device such as a fast idle device during engine braking. The above problem is solved by stopping the operation.

That is, the shift control device for a transmission according to the present invention includes an engine brake detecting means (300) for detecting an engine braking possible state of the transmission, and an engine brake detecting means (300) for detecting an engine braking possible state of the transmission, and a It has accessory device operating means (390, 500) for activating the accessory device (506) using engine driving force.

In addition, auxiliary devices other than transmissions that utilize engine driving force (50
Another configuration of the present invention is directed to a shift control device for a transmission that is combined with an engine having an engine output increase device (504) that increases engine output in synchronization with the operation of step 6). engine brake detection means (300) for detecting the state; engine output increase prohibition means (390, 500) for stopping the operation of the engine output increase device while the engine brake detection means detects the engine brake possible state; have.

(e) When the driver selects the L range for engine braking and the engine brake detection means detects that the engine brake is possible, it becomes a condition that requires the operation of an attached device such as an air conditioner to be stopped. Even if there is, it will be activated immediately. By doing this, when the engine brakes, the attached device always operates to obtain a large braking force. Therefore, the same braking force can always be obtained, driving performance is stable, and a strong engine braking effect can be obtained.

If a device such as a fast idle device that increases the driving force of the engine is provided, the braking force can be further improved by stopping the operation of this device during engine braking.

(F) Embodiments Hereinafter, embodiments of the present invention will be described with reference to FIGS. 2 to 6 of the accompanying drawings.

FIG. 2 shows a schematic diagram of a power transmission mechanism of an automatic transmission with four forward speeds and one reverse speed with an overdrive. This power transmission mechanism includes an input shaft 13 that transmits rotational force from an engine output shaft 12 via a torque converter 10, an output shaft 14 that transmits driving force to a final drive device, a first planetary gear set 15, and a second planetary gear set. Group 16, Rehearse Scratch 1
8, a high clutch 20, a forward clutch 22, an Ohar running clutch 24, a low reverse brake 26, a hunt brake 28, a row one-way clutch 29, and a forward one-way clutch 30. Note that the torque converter 10 has a lock-up clutch 11 built therein. The first planetary gear set 15 is composed of a sun gear S1, an internal gear R1, and a carrier PCI that supports a pinion gear P1 that meshes with both gears S1 and R1 at the same time.
6 is composed of a sun gear S2, an internal gear R2, and a carrier PC2 that supports a pinion gear P2 that meshes with both gears S2 and R2 at the same time. The carrier Pct can be connected to the human power shaft 13 via the high clutch 20, and the sun gear S1 is connected to the reverse clutch 18.
It can be connected to the input shaft 13 via. carrier PCI
The overrunning clutch 2 is connected via the forward clutch 22 and the forward one-way clutch 30 connected in series thereto, or via the overrunning clutch 2 arranged in parallel to the forward clutch 22 and the forward one-way clutch 30.
It can also be connected to internal gear R2 via 4.

Sun gear S2 is always connected to human power shaft 13, and internal gear R1 and carrier PC2 are connected to output shaft 14.
is always connected. Low and reverse brake 2
6 can fix the carrier PCI, and the bunt brake 28 can fix the sun gear S1. Row one-way clutch 29 is carrier P
The CI is arranged in an orientation that allows normal rotation (rotation in the same direction as the engine output shaft 12) but does not allow reverse rotation (rotation in the opposite direction to normal rotation).

The power transmission mechanism includes clutches 18, 20, 22 and 2.
4. By operating the brakes 26 and 28 in various combinations, each element (S
t, S2, R1, R2, PCl, and PC2), and thereby the rotational speed of the output shaft 14 relative to the rotational speed of the input shaft 13 can be varied. By operating the clutches 18, 20, 22 and 24 and the brakes 26 and 28 in combination as shown in FIG. 3, four forward speeds and one reverse speed can be obtained. In addition, in Fig. 3, ○ marks indicate operating clutches and brakes, α1 and α2 are the ratio of the number of teeth of sun gears S1 and S2 to the number of teeth of internal gears R1 and R2, respectively, and the gear ratio is the output This is the ratio of the rotation speed of the human powered shaft 13 to the rotation speed of the shaft 14.

FIG. 4 shows a hydraulic control device that controls the operation of the power transmission mechanism. This hydraulic control device includes a pressure reculator hub 40 and a pressure motifier hub 4.
2. Line pressure solenoid 44, modifier pressure accumulator 46, pilot valve 48, Lucon heart relief valve 50, lock-up control valve 52, first shuttle valve 54, lock-up solenoid 56, manual valve 58, first shift Valve 6
0, second shift valve 62, first shift solenoid 64
, second shift solenoid 66, servo charger valve 68.3-2 timing valve 70.4-2 relay valve 72.4-2 sequence valve 74, first reducing valve 76, second shuttle valve 78,
overrunning clutch control valve 80,
Overrunning clutch solenoid 82, overrunning clutch retue sink valve 84.1-2
Accumulator 86.2-3 Accumulator 88.3-
4 Accumulator 90, N-D accumulator 92, accumulator control valve 94, filter 96
These are connected to each other as shown in the figure, and the aforementioned torque converter 10 (in addition, the apply chamber 11a and release chamber 11b of the lock-up clutch 11 are formed in this), Forward clutch 22, high clutch 20, hunt brake 28 (
Note that this includes a 2nd speed apply chamber 28a, a 3rd speed release chamber 28b, and a 4th speed apply chamber 28c), a reverse clutch 18, a low and reverse brake 26, and an overrunning clutch 24 (also shown in the figure). It is further connected to a variable capacity Hoehn type oil pump 34 equipped with a feedback accumulator 32, an oil cooler 36, a front lubrication circuit 37, and a rear lubrication circuit 38 as shown. A detailed explanation of these valves will be omitted.

For parts omitted from explanation, see Japanese Patent Application Laid-Open No. 63-25165.
It is similar to that described in 21.

FIG. 5 shows a control unit 300 that controls the operation of solenoids 44,56,64,66 and 82. The control unit 300 has a human power interface 3
11, reference pulse generator 312, CPU (central processing unit) 313, ROM (read only memory) 314, R
It has an AM (random access memory) 315 and an output interface 316, which are communicated by an address by 319 and a data hash 320.

This control unit 300 includes an engine speed sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303, and a select position switch 304.
, kick town switch 305, idle switch 30
6. Full throttle switch 307, oil temperature sensor 30
8. Signals from the human power shaft rotation speed sensor 309, overdrive switch 310, etc. are input. On the other hand, shift solenoids 64 and 66, overrunning clutch solenoid 82, lock-up solenoid 56
, line pressure solenoid 44, and engine brake relay 500 (described later).

FIG. 6 shows an engine brake relay 500 switched by the control unit 300 and other devices operated thereby. engine brake relay 500
is connected to the near conditioner relay 502 as shown, and the fast idle control solenoid 504 is connected to the near conditioner relay 502 as shown.
The operation can be switched. Near conditioner relay 5
02 can switch the operation of the compressor 506 of the near conditioner. Also, near conditioner relay 5
02 is also connected to the thermoamplifier 508, and is switched by a signal from this.

Thermo amplifier 508 is near conditioner switch 51
0, and outputs a signal to the near conditioner relay 502 in accordance with the temperature of the evaporator 512.

Next, the operation of this embodiment will be explained. When the near conditioner switch 510 is turned on with the engine brake in the D range not operating, the near conditioner relay 502 is turned on through the thermo amplifier 508, and the compressor 506 of the near conditioner is activated. This allows the near conditioner to operate and provide cooling. The temperature of the evaporator 512 is detected and input to the thermoamplifier 508. If the temperature of the evaporator 512 drops too much, the thermoamplifier 5
08 turns off the near conditioner relay 502 and stops the operation of the near conditioner compressor 506. Furthermore, even when the near conditioner switch 510 is off, the thermo amplifier 508 turns off the near conditioner relay 502. Note that when the near conditioner relay 502 is turned on, the fast idle control solenoid 504 is also activated, and the auxiliary air passage is opened, so that the amount of intake air to the engine increases, and the idle link rotational speed of the engine increases.

When a selection operation is performed from the D range to, for example, the 2nd range in this state, the control unit 300 turns on the overrunning clutch solenoid 56 to put the automatic transmission in a state where engine braking is possible, and at the same time, based on this signal, the control unit 300 The output transistor 390 of is turned on. Therefore, the engine brake relay 500 is switched. By kneading, the near conditional relay 502 is turned on regardless of the state of the thermoamplifier 508. However, since the engine brake relay 500 is switched, the fast idle control solenoid 504 is turned off. When the near conditioner relay 502 is turned on, the near conditioner compressor 506 is activated as in the case described above. As a result, in the engine brake state, the compressor 506 of the near conditioner operates, while the fast idle control solenoid 504 is turned off and the fast idle state is canceled. The engine braking effect increases due to the load of the compressor 506 of the near conditioner, and since the fast idle state is released, the engine braking effect also increases in this respect.

Note that the output transistor 390 is turned off after a certain period of time has passed since the selection operation. This is because the engine braking effect needs to be increased after a predetermined period of time has elapsed after the select operation, and on the other hand, if the near conditioner combustor 506 is constantly operated in the 2nd range, there is a risk of the evaporator 512 freezing. be. Also,
The output transistor 390 is configured not to turn on when the vehicle speed is below a predetermined value. This is because the compressor 506 of the air conditioner operates at low vehicle speeds, and if the fast idle state is released, the engine may stop.

(g) As described in detail, according to the present invention, accessory devices such as the air conditioner are activated during engine braking, and engine output increasing devices such as the fast idle device are also deactivated. As a result, the braking force of the engine brake can be increased and stabilized.

[Brief explanation of the drawing]

Figures 1 (a) and (b) are diagrams showing the relationship between the constituent elements of the present invention, Figure 2 is a schematic diagram of the automatic transmission, and Figure 3 is a diagram showing the combination of elements that operate at each gear stage. , FIG. 4 is a diagram showing a hydraulic circuit, FIG. 5 is a diagram showing a control unit, and FIG. 6 is a diagram showing the main configuration of an embodiment of the present invention. 300... Control unit, 500... Engine brake relay 502... Air conditioner relay 504... Fast idle control solenoid, 506... Compressor, 508... Thermo amplifier, 510... Near condition Naswitch, 512... Evaporator. Patent applicant Jatco Co., Ltd. Agent Patent attorney Toshiyuki Miyauchi

Claims (1)

[Scope of Claims] 1. Engine brake detection means for detecting a state in which the engine brake of the transmission is possible; and when the engine brake detection means detects a state in which the engine brake is possible, operating an accessory device using engine driving force other than the transmission. 1. A speed change control device for a transmission, comprising: means for activating an accessory device for controlling the state. 2. In a shift control device for a transmission that is combined with an engine that has an engine output increase device that increases engine output in synchronization with the operation of an accessory device that utilizes engine driving force other than the transmission, detecting an engine braking enabled state of the transmission. and an engine output increase prohibiting means for stopping the operation of an engine output increase device while the engine brake detection means detects an engine brake enable state. Control device.