JPH0520595Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a vehicle jumping-out prevention device in an automatic transmission system.

(Prior art) An automatic transmission system for a vehicle changes the gear position of the transmission and engages/disconnects the clutch between the engine and transmission based on vehicle information such as vehicle speed, engine speed, and accelerator opening. Both are automated.

In FIG. 3, an example of an automatic transmission system will be explained. In the figure, reference numeral 1 denotes a diesel engine (hereinafter simply referred to as "engine"), and 3 denotes a mechanical friction clutch (hereinafter simply referred to as "engine") that selectively transmits the rotational force of the output shaft 2 of the engine to gear type transmission 4. (referred to as "clutch"). The engine 1 has a fuel injection pump 6 with a rack 7 actuated by an electromagnetic actuator 8, which is controlled by an electronic governor controller 41. The input shaft 5 of the fuel injection pump 6 is provided with an engine rotation sensor 9 that generates an engine rotation speed signal.

The clutch 3 includes a flywheel 10, a clutch plate 11 on the output shaft side of the clutch, and a clutch actuator for moving both rotating bodies toward and away from each other. The clutch actuator consists of an air cylinder 12, the piston rod of which is pivotally connected to one end of the clutch release lever 3a. The other end of the clutch release lever 3a is pivotally connected to the clutch plate 11. The air cylinder 12 is provided with a clutch stroke sensor 13 that detects the engaged and disengaged state of the clutch.

A clutch rotation speed sensor 15 is attached to the input shaft 14 of the gear type transmission 4 to output a signal of the rotation speed of the shaft (hereinafter referred to as "clutch rotation speed"). An air passage 16 is connected to the air cylinder 12. This air passage 16 is connected to a pair of air tanks 18, which are high pressure air sources, via a check valve 17.
It is connected to 19. The air passage 16 includes a solenoid valve 20 for duty-controlling the supply of operating air;
Solenoid valve 2 for opening the air cylinder 12 to the atmosphere
1 is arranged. One of the pair of air tanks, the air tank 19, is an emergency tank, and when there is no air in the air tank 18, the solenoid valve 22 is opened to supply air. Air sensor 2 that outputs an ON signal when the internal air pressure falls below a specified value
3 and 24 are attached respectively.

To change the gear position of the gear type transmission 4 that achieves each gear stage, the driver operates the change lever 26 to a shift position corresponding to a shift pattern as shown in the gear position indicator 25, for example. Operating a gear shift unit 28 as gear position switching means based on a gear shift signal obtained by switching the gear selection switch 27;
The gear position is switched to a target gear position corresponding to the shift pattern, and the gear position is displayed on a gear position indicator 25. In the gear position indicator 25, R indicates reverse (reverse gear), 1, 2, 3, 4, and 5 indicate respective designated gears in manual shifting,
DP (Powerful Automatic Shift Mode) and DE (Economy Automatic Shift Mode) indicate any automatic gear from 2nd to 7th speed, and when you select the DP or DE range, the optimal gear will be determined based on the vehicle's driving conditions. 2nd to 7th speeds are automatically determined through processing.

The gear shift unit 28 includes a plurality of electromagnetic valves (only one is shown in the figure) 31 that are actuated by an actuation signal from a control unit 30;
These solenoid valves 31 are provided with a pair of power cylinders (not shown) that are supplied with high-pressure operating air from air tanks 18 and 19 to operate select forks and shift forks (not shown) of the gear type transmission 4. The power cylinders are actuated by the applied actuation signals, and the gear type transmission 4 is actuated to change the meshing mode in the order of select and shift. The gear shift unit 28 includes
Gear position sensors 32 are attached to detect the positions of each gear, and gear position signals from these gear position sensors 32 are output to the control unit 30.
A vehicle speed sensor 34 is attached to the output shaft 33 of the gear type transmission 4 to generate a vehicle speed signal, and the accelerator pedal 35 generates a resistance change as a voltage value according to the amount of depression of the accelerator pedal 35. An accelerator load sensor 37 is attached which converts the signal into a digital signal using a D converter 36 and outputs the signal. The brake pedal 29 is equipped with a brake sensor 38 that outputs a high-level brake signal when the brake pedal 29 is depressed.
A starter 39 is attached to the outer periphery of the flywheel 10 to start the engine by meshing with the ring gear in a timely manner, and the starter enable relay 40 is connected to the control unit 30. The electronic governor controller 41 receives input signals from various sensors and controls the drive of the engine 1. The electromagnetic governor controller 41 gives an actuation signal to the electromagnetic actuator 8 of the injection pump 6, and controls the increase/decrease in the rotation speed of the output shaft 2 of the engine 1 (hereinafter referred to as {engine rotation speed) by increasing/decreasing the fuel.

The control unit 30 is a microcomputer dedicated to the automatic transmission system, and is composed of a microprocessor 42, a memory 43, and an interface 44 as an input signal processing circuit. Input port 4 of interface 44
5 includes a gear selection switch 27, a brake sensor 38, an accelerator load sensor 37, an engine rotation sensor 9, and a clutch rotation speed sensor 15.
, a gear position sensor 32, a vehicle speed sensor 34,
Clutch stroke sensor 13 and air sensor 2
3, 24, and a slope start assist switch 46, which will be described later.
Each output signal is input from the 1st speed start switch 47 and the 1st speed start switch 47, respectively. The hill start assist switch 46 is
This is to activate a system that prevents the vehicle from moving backward when starting the vehicle on an uphill slope, and starts the vehicle while controlling the supply of air to the air master 49 of the wheel brake 48 via the solenoid valve 50. However, this solenoid valve 50 is controlled by the control unit 30. Further, the first speed start switch 47 is for achieving a first speed start in the DP range or the DE range, and by turning it on, the first speed start is performed in the automatic shift operation. On the other hand, output port 51
is an electronic governor controller 41, a starter enable relay 40, and each electromagnetic valve 20, 21, 22, 3.
1 and 50, respectively, and output signals are sent to these. The reference numeral 52 in the figure indicates a brake abnormality sensor that detects and outputs a malfunction when the wheel brake 48 is malfunctioning.
3 is an air warning lamp that lights up in response to an output from a drive circuit (not shown) when the air pressure in the air tanks 18, 19 does not reach a set value, and 54 is an air warning lamp that lights up when the amount of wear on the clutch 3 exceeds a specified value. The clutch warning lamps that light up in response to the output are shown.

The memory 43 is composed of a read-only ROM in which the program shown in the flowchart in FIG. 4 and data necessary for executing automatic gear shifting are written, and a read-write RAM. In addition to the above program, the ROM stores a map of the duty ratio of the solenoid valve 21 corresponding to the value of the accelerator load signal, and the corresponding value is read out by referring to this map as appropriate. The gear selection switch 27 is
A select signal and a shift signal are output as gear change signals, but the gear position corresponding to a pair of combinations of these two signals is stored in advance as a data map, and the map is referred to when a select signal and a shift signal are received. A corresponding output signal is output to each electromagnetic valve 31 of the gear shift unit 28, and the gear position is adjusted to the target gear position corresponding to the gear shift signal.
In this case, the gear position signal from the gear position sensor 32 is output upon completion of the gear shifting operation, and it is determined whether all gear position signals corresponding to the select signal and shift signal have been output, and whether the meshing is normal or abnormal. It is used to emit a signal. Also, ROM
Also stored in the DP range or DE range is a shift map for determining the optimum gear position based on vehicle speed, accelerator load, and engine rotation signals when a target gear position exists.

Here, the shift control sequence will be explained based on FIG. 4.

As shown in FIG. 4, when the program starts, the control unit 30 clears the memory, etc., and if the clutch 3 is connected at the normal pressure and in the normal state, the clutch 3 will be "disconnected" to some extent from this position. ”, and initial settings are made to read the dummy data of the position of the half-clutch state where the drive wheels transition from the rotating state to the stopped state.Then, starting processing begins, and after the starting processing is completed, the vehicle speed signal, gear position signal, Clutch rotation speed signal is input. If the value of the vehicle speed signal exceeds 4 km/h, the process shifts to gear shifting processing, and if the value is less than 4 km/h, it is determined whether the gear position is N (neutral) or not. When the gear position is N, a start process is performed, and when the gear position is other than N, it is determined whether the clutch rotation speed NCL is below a specified value. Clutch rotation speed
If the NCL is below the specified value, start processing is performed,
If the clutch rotation speed NCL exceeds the specified value, it is assumed that the vehicle speed exceeds 4 km/h, and gear shifting processing is performed.

Referring to FIG. 5, the starting process will be explained. Determines whether the engine is within the stop range based on the engine speed signal, and if the engine is stopped, outputs a clutch contact signal and corrects the half-clutch start point (LE point) depending on the wear condition of the clutch facing. After doing this, proceed to the change routine. On the other hand, if the engine is not stopped, the starter enable relay 40 is turned off and it is checked whether the air pressure in the main air tank 18 and the emergency air tank 19 has reached the specified pressure. If the air has reached the specified pressure, the air warning lamp 53 is turned off and the startup process is completed. If the air does not reach the specified pressure, the air warning lamp 5
3 is turned on, and it is determined whether the change lever 26 has been set to neutral from a position other than neutral (N). If the change lever 26 is set to neutral from a position other than the neutral position, the process proceeds to the change routine, and if it is not in the neutral position, the process returns to the determination as to whether or not the engine is to be stopped.

During the change routine, check the air pressure and
Hold the clutch in the disengaged position and set the gear to neutral. When the change routine is finished, it is determined whether the gear position is in neutral or not. If it is not in the neutral position, the starter enable relay is turned off and the process returns to determining whether or not to stop the engine. If the gear position is in neutral, the starter enable relay 39 is turned off. is turned on to rotate the flywheel 10 and start the engine.

When the starting process is completed, the vehicle speed signal and clutch rotational speed signal are read, and if these are below the specified values, a starting process begins as shown in FIG.

In FIG. 6, first the clutch 3 is disengaged and a change routine is executed. Change lever 26
Operate to select the target gear. At this time, when the automatic shift mode, DP range or DE range, is selected, the gear position at the time of starting is shifted to the 2nd speed position. When the change routine is completed, it is determined whether the gear position is neutral or not. If the gear position is neutral, the clutch 3 is held in the clutch disengaged position in a start standby state, and the engine speed, clutch speed, and accelerator are When it is determined that various signals such as the opening degree are suitable for starting, the clutch 3 is engaged and the vehicle starts moving.

(Problem that the invention attempts to solve) As mentioned above, when automatic gear shifting is selected,
The gear position when the vehicle starts is 2nd speed. In other words, when the engine is rotating and the vehicle is stopped, the gear is in second gear. If you turn off the engine key to park in such a standby state, a malfunction of the system may cause the clutch to engage or the vehicle may jump out due to the engine rotating with inertia, so when the engine is stopped, shift operation must be performed. There is a problem in that the automatic transmission system has to be switched to manual operation to set it to neutral, which impairs the operability of the automatic transmission system.

Furthermore, in cold regions, in order to avoid freezing of the parking brake, so-called gear parking is performed, in which the vehicle is parked by putting the vehicle in first gear. However, when automatic gear shifting is selected, the gear does not shift to 1st gear, so manual operation is required, resulting in the same problem as above.

(Means for Solving the Problems) The present invention aims to provide a vehicle jumping-out prevention device for an automatic transmission system that solves the above problems.
In the automatic transmission system as described above, there is an engine key for turning the engine on and off, a brake sensor that outputs a foot brake on signal when it detects that the foot brake is depressed, and a brake sensor that outputs a foot brake on signal when the foot brake is detected to be depressed, and when the engine key is turned off. When the brake sensor outputs a foot brake on signal, the clutch is disengaged, the gear position of the transmission is switched to 1st gear, the engine is stopped, and the clutch is engaged, and a gear-on parking control signal is issued. A vehicle jumping-out prevention device is characterized in that it is equipped with a control unit that outputs an output.

(Operation) When turning off the engine key to stop the engine, if the foot brake is depressed,
The control unit first disengages the clutch and switches the gear to the first gear position, then stops the engine, and then outputs a gear-on parking control signal to engage the clutch.

(Example) Hereinafter, the present invention will be described in detail based on an example shown in the drawings.

In FIG. 3, an engine key 55 for turning on and off the engine 1 is connected to the control unit 30. As used herein, the engine key refers to a device that can start and stop the engine just by operating the engine key. A brake sensor 38 is connected to the control unit 30 and outputs a foot brake ON signal when the foot brake 29 is depressed. Then, the control unit 30
When the vehicle is stopped and the engine key 55 is turned off, if the brake sensor 38 is outputting a foot brake on signal, the clutch 3 is disengaged and the gear position of the transmission 4 is switched to 1st gear to start the engine. After stopping the clutch 3, a parking control signal for engaging the clutch 3 is output. Further, the control unit 30 is configured to output a control signal that allows the engine 1 to be started only when the foot brake on signal is output when the engine key is turned on.

Hereinafter, the effect when parking in gear will be explained. 1 and 3, the control unit 30 includes an engine rotation speed signal from the engine rotation sensor 9, a clutch rotation speed signal from the clutch rotation sensor 15, a vehicle speed signal from the vehicle speed sensor 34, and an accelerator opening degree from the accelerator load sensor 37. All of the vehicle information such as traffic signals is inputted as a signal indicating that the vehicle is in a stopped state (engine is on). At this time, the mechanical transmission 4 is in the second gear position, which is the start standby position. When the engine key 55 is turned off for parking, if the foot brake 29 is depressed and the brake sensor 38 outputs a foot brake on signal, the control unit 30
operates the electromagnetic valves 20 and 21 to output a clutch disengagement signal that moves the air cylinder 12 in the clutch disengagement direction, thereby disengaging and holding the clutch 3. Next, the gear shift unit 28 is operated via the solenoid valve 31 to set the gear position to neutral, and then the gear position is changed to the first speed position. When the gear position sensor 32 detects that the gear position has reached the first gear position and outputs a signal thereof, the engine 1 is stopped. When the engine rotation sensor 9 detects that the engine 1 has stopped, the solenoid valve 20 is closed and the solenoid valve 21 is actuated so that the air cylinder 12
Open to the atmosphere and connect clutch 3. In other words, the vehicle is parked with the engine in first gear and the engine stopped.

When the engine key 55 is turned off, if the foot brake 29 is not depressed and the foot brake sensor 38 is not outputting a foot brake on signal, the clutch is operated to set the gear position of the transmission 4 to neutral. Then stop the engine. In other words, if the foot brake 29 is not depressed when the key is turned off, the vehicle will not be put into gear and parked. Note that in this case, a parking brake (not shown) is operated.

Next, starting the engine when the vehicle is in gear and parked will be explained. In FIGS. 2 and 3, the vehicle is stopped with the gear in the first gear position. After turning on the engine key 55, it is determined whether the foot brake 29 is depressed. If the foot brake 29 is not depressed, the foot brake on signal is not output, so the control unit 30 outputs a signal to turn off the starter enable relay 40 and returns. When the foot brake 29 is depressed and a foot brake on signal is output, the control unit 30 operates the solenoid valves 20 and 21 to move the air cylinder 12 in the direction of clutch disengagement, thereby disengaging the clutch 3. Outputs a signal to Next, the control unit 30 operates the gear shift unit 28 via the solenoid valve 31 to change the gear that has been in the first gear to the neutral position. The gear position is determined based on the gear position signal from the gear position switch 32, and if the gear position is neutral (N), a signal to turn on the starter enable relay 40 is outputted to start the engine 1. That is, when starting the engine after parking the vehicle in gear, the engine cannot be started unless the foot brake 29 is depressed.

In the above explanation, the starting switch key is used as the engine key for stopping the engine 1, but it goes without saying that any well-known engine stopper means may be used as the engine-off means for stopping the engine. be.

Note that when parking in gear on a downhill slope, the vehicle will start moving once the brake is released, so it is inconvenient to keep pressing the brake. Therefore, ease of use can be improved by providing a switch that can manually cut off the control signal output by the control unit 30 when starting the engine.

(Effects of the invention) As described above, according to the invention, when the engine is turned off using the engine key, if the foot brake is depressed, the clutch is engaged after the foot brake is depressed by putting the gear into first gear and stopping the engine. This prevents the vehicle from flying out.

[Brief explanation of the drawing]

FIG. 1 is a flowchart illustrating the operation of the vehicle jump-out prevention device in the automatic transmission system of the present invention when the engine is stopped, and FIG. 2 is a flowchart illustrating the operation when the engine is started among the same functions. Fig. 3 is a schematic configuration diagram showing an embodiment of the jump-out prevention device in the automatic transmission system of the present invention, Fig. 4 is a flowchart showing the main routine of the automatic transmission system, and Fig. 5 shows a conventional engine starting routine. Flowchart, No. 6
The figure is a flowchart showing the starting routine. DESCRIPTION OF SYMBOLS 1... Engine, 3... Clutch, 4... Transmission, 12... Air cylinder as clutch actuator, 28... Gear shift unit, 29
... Brake pedal, 30 ... Control unit, 38 ... Brake sensor, 55 ... Engine key.

Claims (1)

[Scope of utility model registration request] The optimum gear stage is selected based on vehicle information such as vehicle speed, engine speed, and accelerator opening, the clutch actuator is operated to engage and disengage the clutch, and the gear shift unit of the transmission is operated to change the gear position. In an automatic transmission system that automatically switches to the optimal gear, there is an engine key for turning the engine on and off, a brake sensor that outputs a footbrake on signal when it detects that the footbrake is being depressed, and the engine key. If the brake sensor is outputting a foot brake on signal when the brake sensor is turned off, the clutch is disengaged, the gear position of the transmission is switched to 1st gear, the engine is stopped, and the clutch is engaged to engage the gear. A vehicle run-out prevention device characterized by comprising a control unit that outputs a parking control signal.