JPH0519231Y2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an automatic transmission device for a vehicle, and specifically relates to an improvement in technology for shortening shift change time when traveling on a steep slope.

<Prior Art> As an automatic transmission system for a vehicle that achieves both operability and fuel efficiency, the present applicant has developed a conventional mechanical clutch, transmission, and engine rotation pump that functions as a means for controlling engine rotation with a sensor. By adding an actuator and an actuator to electronically control these, the transmission can be manually shifted once (shifted up), and the shift pattern created by this manual operation can be stored in the shift map of the memory. We previously proposed an automatic transmission for a vehicle that automatically shifts the transmission according to a different shift pattern (see Utility Model Application No. 70,610/1986).

According to such an automatic transmission for a vehicle, when auto range is selected with the selector, the transmission is sequentially shifted up according to the shift pattern stored in the shift map in the memory, so the vehicle is not driven for a while. For example, there is no need for any gear shifting operations. It also functions as a semi-automatic system, allowing the driver to automatically shift to the desired shift position by simply specifying the desired shift position (shift range) using the selector, even when shifting manually. Therefore, the gear shifting operation is extremely facilitated.

<Problems to be solved by the invention> During manual operation using such a conventional semi-automatic system, the gear rotation speed Ng, which responds to the engine rotation speed, and the synchronized rotation speed Nsyc, which responds to the vehicle speed, are detected and electronically In addition to detecting the synchronized state by manual means and when the difference between the two is smaller than a predetermined tolerance △N, it is determined that the synchronized state is present and the shift gear is set (shift operation). The method of operating the clutch has been changed to shorten the time required for a shift change and to reduce shocks associated with shifting ranges.

Furthermore, when shifting up, the engine brake is interlocked with the exhaust brake by operating an appropriate switch by the driver, thereby increasing the rate at which the gear rotational speed falls and quickly achieving a synchronized state.

However, with such control, e.g.
The driver forgets to operate the exhaust brake interlocking switch when driving on a steep slope.
If you perform an upshift in this state, it may take a long time to shift, and the transition to re-acceleration may not be smooth after the shift gear is set, or the vehicle speed may drop before the shift gear can be set. do.

As a result, a problem arises in that the vehicle cannot run smoothly.

The present invention was developed in view of these conventional problems, and aims to provide an automatic transmission system for vehicles with good responsiveness that can suppress the increase in time required for shift changes when driving on steep slopes. The purpose is to provide.

<Means for Solving the Problems> For this reason, the present invention, as shown in FIG. An automatic transmission for a vehicle, comprising an engine rotation control means, and a shift change control means for controlling the three means to execute a shift change of the transmission based on a determination by the synchronization determination means for determining whether or not synchronization has been performed. The device includes an exhaust brake control device, an exhaust brake control circuit that supplies a control signal to the exhaust brake control device, a means for detecting an accelerator opening, a means for detecting vehicle acceleration, and an accelerator opening detecting means. When a large accelerator opening is detected and the vehicle acceleration detecting means detects that the vehicle acceleration is equal to or less than a specified acceleration set for each shift stage, the exhaust brake indicates that the exhaust brake is to be linked with the engine brake. The exhaust brake interlocking control means outputs a control signal instructing the brake control circuit.

(Function) When a shift change is executed in response to a command from the selector, a large accelerator opening is detected and the vehicle acceleration is detected to be below the specified acceleration set for each shift stage. If so, the exhaust brake can be activated automatically when the shift is up.

<Example> Hereinafter, an example of the present invention will be described based on FIGS. 2 to 4.

FIG. 2 is a block diagram showing the hardware of an embodiment of the present invention, and FIG. 3 is a control block diagram.

In these figures, a transmission 3 is attached to an engine 1 via a mechanical clutch 2, and the output shaft of the transmission 3 and a drive axle (not shown) are interlocked via a propeller shaft 4. . 5 is a fuel injection pump attached to the engine 1.

The clutch 2 includes a clutch position detection device 6 that detects whether the clutch 2 is connected (ON) or disconnected (OFF) from its stroke and outputs a clutch 2 ON/OFF signal. Clutch control device 7 for ON/OFF operation
It is equipped with.

The transmission 3 also includes a gear rotation speed detection device 8 that calculates and outputs the rotation speed of the gear from the rotation speed of the countershaft, and outputs vehicle speed data related to the vehicle speed based on the rotation speed of the output shaft. a vehicle speed detection device 9 and the transmission 3
The vehicle is equipped with a shift set control device 10 for shifting the transmission 3, and a shift position detection device 11 for detecting and outputting the current shift position of the transmission 3.

12 is a clutch pedal position detection device that detects the position of the clutch pedal 13 and outputs a clutch pedal ON/OFF signal; 14 is an accelerator pedal;
5 is an accelerator switching device, and 16 is a selector provided in the driver's cab, which allows manual selection of various shift positions including a neutral position in addition to auto range. The selector 16 has a built-in switch corresponding to each shift range, and outputs the selected shift range as an electrical signal.

On the other hand, a control unit 17 that controls the clutch 2 and the transmission 3 controls the selector 16 and the clutch pedal position detection device 1.
a shift change control unit 18 that outputs a shift change command when shift change requirements are satisfied (shift designation operation etc. is normally performed) based on a signal from shift change control unit 1;
When a shift change command is output from 8, the synchronization state at the designated shift position is determined based on the outputs of the shift position detection device 11, vehicle speed detection device 9, and gear rotation speed detection device 8, and the determination result is determined. a synchronization determination section 19 that outputs a synchronization determination section 19; and a transmission control that supplies a drive signal to a transmission control device 10 that receives a synchronization determination signal outputted from the synchronization determination section 19 and supplies a drive signal to the shift set control device 10. a clutch control circuit 21 that controls the clutch control device 7 based on a command from the shift change control section 18, and a clutch control circuit 21 that switches the accelerator switching device 15 from manual to automatic when a shift change command is output. fuel injection pump 5
The main part is composed of an accelerator control circuit 23 that supplies a rotation control signal to the engine 1 via an accelerator control device 22 attached to the engine.

The shift change control section 18 outputs an alarm signal to the transmission error lamp 24 or the clutch error lamp 25 when a malfunction occurs in the shift change operation. Further, the shift change control unit 18 sends a signal to a shift completion lamp (not shown) when the shift change operation is completed, and sends a signal to the double clutch command lamp 26 when the clutch operation and accelerator operation change to manual. , a signal is sent to the buzzer 27 in the case of shift completion and double clutch instruction. 28
A is an accelerator fully closed detection device 28 that detects that the accelerator of the fuel injection pump 5 is fully closed.
B is an accelerator full open detection device that detects that the accelerator is fully open; 29 is a shift range detection device that detects the shift range designated by the selector 16; and 30 is a shift change control unit that also controls the lever of the selector 16. 18 is a shift lever return control device for moving the actual shift position to a corresponding position; 31 is a transmission 3;
32 is an exhaust brake ON relay that activates the exhaust brake to promote the synchronization of the exhaust brake, and 32 is an exhaust brake OFF relay that temporarily releases the exhaust brake when performing a shift change while the exhaust brake is manually activated. 33 is the exhaust brake ON relay 31 and exhaust brake.
An exhaust brake control circuit 34 supplies a control signal to the OFF relay 32, and an exhaust brake control circuit 34 indicates that the exhaust brake is interlocked with the engine brake.
Exhaust brake interlocking designation button to instruct 3, 35
36 is a transmission position indicator that displays the position (shift position) of the transmission 3, and 36 is the shift completion lamp and buzzer 2.
This is a reset button for resetting 7 etc.

In the above configuration, manual operation, that is, lever 16a of selector 16 is operated to shift up according to a predetermined vehicle speed pattern, the vehicle speed at that time is stored in a memory provided in transmission control circuit 20, for example, and then When the lever 16a is set to auto range, the vehicle is controlled to automatically shift up using the vehicle speed pattern stored in the memory.

In addition, when operating as a semi-automatic system, that is, when transmission 3 is shifted according to the driver's will,
By simply specifying a desired shift position (shift range) using the selector 16, the shift change to the desired shift position is automatically performed.

Here, the accelerator full open detection device 28B as a means for detecting the accelerator opening degree and the acceleration detection section 9A as a means for detecting vehicle acceleration are provided, and the accelerator full open detection device 28B detects a large accelerator opening degree. Acceleration detection unit 9A
outputs a control signal instructing the exhaust brake control circuit 33 to interlock the exhaust brake with the engine brake when the vehicle acceleration is detected to be less than a specified acceleration set for each shift stage. The control unit 17 is equipped with an exhaust brake interlock control means in the form of software.

Here, in the present invention, when traveling on an uphill road such as a steep uphill road, as described above, a large accelerator opening is detected and the vehicle acceleration is determined by a specified acceleration set for each shift stage. The determination is made when the following is detected.

This will be explained.

FIG. 6 shows the relationship between the uphill slope of the uphill road and the vehicle acceleration (in the case of full load).

The present invention targets shift changes when driving uphill, such as on steep uphill roads.
Shift stages are 1st (1st), 2nd (2nd), and 3rd (3rd).
The figure shows the lower shift stage.

For each shift stage, there is a proportional relationship between the climbing slope and the vehicle acceleration.

The steeper the slope, the greater the drop in vehicle speed during the shift change time, so interlocking the exhaust brake is necessary to shorten the time.

If the exhaust brake is to be activated at a certain climbing gradient (A in Figure 6) or above, if the vehicle acceleration becomes less than B in 1st gear, it will similarly become less than C in 2nd gear. In case, 3rd speed (3rd)
Now, let us consider the case where the value becomes D or less.

Although the vehicle acceleration changes depending on the amount of load on the vehicle, it is desirable to take the acceleration when the vehicle is loaded (the heaviest condition) on the vertical axis in FIG. 6 here.

Therefore, if the full load (large accelerator opening: fully open accelerator) and the vehicle acceleration are below B (in the case of 1st), C (in the case of 2nd), or D (in the case of 3rd),
This means that the vehicle is always traveling at an uphill slope of A or higher, and from this, it is possible to know when to interlock the exhaust brake.

Next, a control procedure based on the configuration of the above embodiment will be explained based on the flowchart of FIG. 4.

First, when a shift up request is generated by the selector 16, the vehicle acceleration dV/dt value detected by the acceleration detecting section 9A is obtained in S1.

In S2, it is determined whether the fully open accelerator is detected by the fully open accelerator detection device 28B. If full throttle is detected (YES), the flag is turned ON in S3; if it is not detected (NO), the flag is turned OFF in S4 and the process proceeds to S5. In S5, fully close the accelerator, proceed to S6, and turn off clutch 2.
(Decline) Operate and proceed to S7. After setting the transmission to neutral in S7, proceed to S8 and return clutch 2 to ON (connection).

In S9, the exhaust brake interlocking designation button 34 is
It is determined whether the exhaust brake interlocking designation button 34 is ON (YES), the process proceeds to S10, the exhaust brake is turned ON, and the process proceeds to S11. If the exhaust brake interlocking designation button 34 is OFF (NO),
Proceeding to S12, it is determined whether the flag is ON or not. If ON (YES), the process proceeds to S13; if this determination is NO, the process proceeds to S15, which will be described later. In S13, the detected acceleration dV/dt value of the vehicle is compared with the specified acceleration Ki set for each shift stage, and the dV/dt
If <Ki (YES), proceed to S10 and turn on the exhaust brake; if dV/dt>Ki (NO), proceed to S15
Proceed to. In S11, the synchro rotation speed Nsyc plus a predetermined tolerance △N1 and the gear rotation speed
If Ng<Nsyc+△N1 (YES), proceed to S14 and turn off the exhaust brake, but if Ng>Nsyc+△N1 (NO), proceed to S11.
Return to S10, wait for the gear rotation speed Ng to decrease, and then S14
Go to and turn off the exhaust brake. In S15,
Compare the gear rotation speed Ng with the sum of the synchro rotation speed Nsyc and the predetermined tolerance △N2, and calculate Ng
If <Nsyc+ΔN2 (YES), the process proceeds to S16, where the transmission 3 is shifted to the shift position specified by the selector 16, and the process proceeds to S17, where the accelerator is released and the process ends. Ng＞Nsyc＋△
If N2 (NO), return to S15 and gear rotation speed
After waiting for the Ng to decrease, the process proceeds to S16, where the transmission 3 is shifted to the shift position specified by the selector 16, and the process proceeds to S17, where the accelerator is released and the process ends.

Furthermore, the relationship between △N1 and △N2 is △N1>△N2
It is.

The routine for detecting the vehicle acceleration dV/dt value in S1 is shown in the flowchart of FIG.

In this flowchart, when the clock is activated, the vehicle speed data V1 is read in S1-1, and the data is compared with the previous vehicle speed data Vo in S1-2.
Calculate acceleration dV/dt (dV/dt=V1-
Vo/t). Then, in S1-3, the vehicle speed data Vo is saved and the process ends.

According to this configuration, when the shift is automatically performed to the shift position specified by the selector 16, the accelerator is fully opened and the vehicle acceleration dV/dt is performed, regardless of the exhaust brake interlocking specified by the driver's switch. Since the exhaust brake is automatically linked to the engine brake when the acceleration Ki is less than the specified acceleration Ki set for each shift stage, the speed at which the gear rotation speed falls is increased to synchronize quickly. It can be done reliably.

As a result, when driving uphill, such as on a steep uphill road, when it is necessary to operate the exhaust brake when shifting up, this can be done reliably.
It is possible to suppress the increase in the time required for shift up, and it is possible to smoothly transition to re-acceleration after the shift gear is set, and it is possible to suppress the phenomenon in which the vehicle speed decreases before the shift gear can be set. It is.

In particular, by using the accelerator opening and vehicle acceleration values as the basis for determining whether or not the vehicle is running on a steep uphill road, it can be accurately determined that the vehicle is running on a steep uphill road. This allows you to accurately determine when to activate the exhaust brake.

In addition, since the exhaust brake is linked with the engine brake at the time of shift-up when driving up a steep slope, etc., compared to a case where the exhaust brake is linked with the engine brake at every shift-up, the exhaust brake operation is It is possible to reduce the amount of air consumed by an air cylinder device used as an actuator.

<Effects of the invention> As explained above, according to the invention, when the shift is automatically performed to the shift position specified by the selector, full throttle opening is detected and the acceleration of the vehicle is adjusted at each shift position. If it is detected that the acceleration is below the specified acceleration, the exhaust brake will be activated automatically, so the clutch will not engage when shifting up when driving on a steep slope. Even when changing gears in a state where the vehicle speed has significantly decreased since the moment the transmission was turned off, the time it takes for the transmission to become synchronized can be reliably shortened, and the shift operation can be started quickly. It is possible to reliably shorten the time required for a shift change, thereby increasing the responsiveness of the automatic transmission system for vehicles. By using this as a basis for determining whether or not the vehicle is traveling uphill, it is possible to accurately determine whether the vehicle is traveling uphill, such as on a steep slope, and to accurately know when to engage the exhaust brake. .

Further, there is an advantage that the amount of air consumed by an air cylinder device used as an actuator for operating the exhaust brake can be reduced.

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the configuration of the present invention;
The figure is a block diagram showing the hardware of an embodiment of the present invention, Figure 3 is a block diagram of control, Figures 4 and 5 are flowcharts of control, and Figure 6 is a diagram showing the uphill slope and vehicle acceleration. FIG. 1...Engine, 2...Clutch, 3...Transmission, 5...Fuel injection pump, 6...
Clutch position detection device, 7...Clutch control device, 9...Vehicle speed detection device, 9A...Acceleration detection unit, 10...Shift set control device, 11...Shift position detection device, 16...Selector, 17...
Control unit, 18...Shift change control section, 19...Synchronization determination section, 20...Transmission control circuit, 21...Clutch control circuit, 22...Accelerator control device, 23...Accelerator control circuit, 28A... ...Accelerator fully closed detection device, 28B...Accelerator fully open detection device, 31...
Exhaust brake ON relay, 32...Exhaust brake
OFF relay, 33...exhaust brake control circuit,
34...Exhaust brake interlock specification button.

Claims (1)

[Scope of utility model registration request] The system includes a clutch operating means for engaging and disengaging the clutch, a shift operating means for shifting the transmission, and an engine rotation control means for controlling the rotation of the engine, and the synchronization determining means determines whether or not synchronization is achieved. An automatic transmission for a vehicle having a shift change control means for controlling three means to execute a shift change of a transmission, an exhaust brake control device;
an exhaust brake control circuit that supplies a control signal to the exhaust brake control device; a means for detecting an accelerator opening; a means for detecting vehicle acceleration; A control signal instructing the exhaust brake control circuit to interlock the exhaust brake with the engine brake at the time of shift up when the acceleration detection means detects that the vehicle acceleration is less than a specified acceleration set for each shift stage. An automatic transmission device for a vehicle, characterized in that it is provided with an exhaust brake interlocking control means for outputting an output.