JPH0529408Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an electronically controlled automatic transmission device configured such that each operation of a gear type transmission and a clutch is electronically controlled.

(Prior Art) Conventional automatic transmissions of this type are often configured to disengage the clutch when the engine rotational speed falls below a predetermined value in order to prevent the engine from stalling. Therefore, for example, when parking on a slope in a cold region, etc., the vehicle is parked with the transmission in a low gear such as 1st gear or reverse gear and the clutch is engaged. (This is referred to as "parked in gear" in this manual), and if you leave the handbrake unapplied, there is a risk that if you inadvertently turn on the ignition switch while the vehicle is parked, the clutch will disengage and the vehicle will start moving. had.

In order to solve this problem, for example,
Publication No. 74917 states that in a device that disengages the clutch when the engine is operating in a predetermined low rotation range, when the engine is stopped when the power is turned on, the clutch is disengaged if the transmission gear is in the neutral position. A configuration has been proposed in which the clutch is in the disengaged state and the clutch is in the engaged state when the transmission gear is in the travel gear position.

(Problem to be solved by the invention) However, in the proposed configuration described above, if the gear of the transmission is in a gear position other than the neutral position, the clutch is unconditionally engaged when the power is turned on. This results in the inconvenience that the engine cannot be started unless the transmission gear is in neutral. As a result, if there is a need to start the engine in a hurry, or if the engine stalls midway through the drive range, the driver may hurriedly make a mistake in the starting procedure and it may take longer to start. There was a risk of problems such as the product becoming too hot.

SUMMARY OF THE INVENTION An object of the present invention is to provide an improved electronically controlled automatic transmission that overcomes the above-mentioned problems of the prior art.

(Means for Solving the Problems) The feature of the present invention for achieving the above object is that the operation of the gear type transmission and the clutch is electronically controlled by an electronic control unit to enable gear parking. In the electronically controlled automatic transmission configured as shown in FIG.
a determining means, a second determining means for determining whether or not a vehicle brake device is operating, and in response to the first and second determining means, when the transmission is in a gear parking state; and command means for commanding disengagement of the clutch when the brake device is operating.

(Operation) When the key switch is switched from the OFF state to the ON state, the first determining means determines whether or not the transmission is in a state for gear-shift parking. On the other hand, the second determining means determines whether a vehicle brake device such as a foot brake or a hand brake is operating. The command means responds to the first and second determination means and issues a command to disengage the clutch if the vehicle brake system is operating even when the transmission is in gear and parked.

(Embodiment) FIG. 1 is a block diagram showing the structure of an embodiment of an electronically controlled automatic transmission according to the present invention. The electronically controlled automatic transmission 1 includes a friction type clutch 3 connected to an engine 2 and a gear type transmission 4 to which the rotational output of the engine 2 is applied via the clutch 3. The required operations of the transmission 4 are carried out by the electronic control unit 5.
controlled by. This electronic control unit 5
includes actuators (not shown) for operating the clutch 3 and gear type transmission 4, respectively, and these actuators are electronically controlled according to the driving conditions of the vehicle (not shown) in which the device 1 is installed. , whereby an automatic gear shift operation is executed.

In response to the operation of the key switch 6 used to turn on and off electrical power supplied to the engine 2 and to start the engine 2, the electronic control unit 5 controls the transmission 4 when the key switch 6 is turned off. It has a function of putting the gear in the first gear position or the reverse position and putting the clutch 3 in the connected state to put the gear in the parking state.

The electronically controlled automatic transmission 1 further responds to the operation of the key switch 6 and determines whether or not the electronically controlled automatic transmission 1 is in the in-gear parking state when the key switch 6 is switched from the off position to the on position. A first determining unit 7 determines whether or not at least one of the foot brake or the hand brake is in operation, that is, applying braking force to the vehicle, in response to the brake sensor 8. The second determination unit 9 is provided with a second determination unit 9 that performs the following.

Information indicating each discrimination result in the first and second discrimination sections 7 and 9 is given to the command means 10. When the key switch 6 is switched from the OFF position to the ON position, the vehicle is in a gear parking state and a braking force is applied to the vehicle.
A command for disengaging the clutch 3 is given to the electronic control unit 5 from the command means 10.

According to this configuration, if the electronic control unit 5 operates the clutch 3 and the gear type transmission 4 to put the vehicle in gear and put the vehicle into a parking state when the key switch 6 is turned off, the key switch 6 is turned off for starting. When the clutch is switched from the on position to the on position, the first determining section 7 determines whether the vehicle is in gear and parking, and when the second determining section 9 determines that the vehicle brake is operating, the clutch 3 is disengaged. It turns out. In this case, since the braking force is working, even if the vehicle is stopped on a slope with the gear engaged, the vehicle will not start moving due to disengagement of the clutch 3, and the engine can be started safely.

As a result, the engine can be started safely and reliably regardless of whether the vehicle is in gear or not.

FIG. 2 shows another embodiment of the invention. In the electronically controlled automatic transmission 1' shown in FIG. 2, a clutch actuator 11 for operating the clutch 3 and a transmission actuator 12 for operating the gear type transmission 4 are controlled by a microcomputer 13. It is structured as follows. A gear position sensor 14 connected to the gear transmission 4 inputs information regarding the actual gear position of the gear transmission 4, and a rotation sensor 19 inputs information regarding the rotational speed of the engine 2 to the microcomputer 13. .

The microcomputer 13 includes a central processing unit (CPU) 15 and a read-only memory (ROM) 1.
The ROM 16 has a known configuration comprising a ROM 6 and a random access memory (RAM) 17, and a necessary processing program is stored in the ROM 16. Note that the same parts in FIG. 2 as those shown in FIG. 1 are given the same reference numerals, and their explanations will be omitted.

A control program shown in FIG. 3 is stored in the ROM 16, and the control program shown in FIG.
A control program is executed according to information input from the outside via 8, and each actuator 1
Controls 1 and 12 are executed.

Next, the control program 20 will be explained with reference to FIG. 3. When power is supplied to the electronically controlled automatic transmission 1' from the battery B via a switch (not shown), execution of the control program 20 is started. Ru.

In step 21, it is determined whether or not the battery B voltage is applied to the ON terminal of the key switch 6 (see Figure 2).If the result of the determination is NO, the process proceeds to step 22, where the key switch off control is performed. After doing this, return to step 21. If the determination result in step 21 is YES, the process proceeds to step 23, where it is determined whether the rotational speed Ne of the engine 2 is zero based on information from the rotation sensor 19. If Ne≠0, proceed to step 24,
After control is executed while the engine is rotating, the process returns to step 21.

If Ne=0, the determination result in step 23 is
YES, and in step 25 it is determined whether or not the gear position of the gear type transmission 4 is in neutral based on the information from the gear position sensor 14. Therefore, if the vehicle is in the geared parking state, the determination result at step 25 will be NO, while if the gear is not in the geared parking state, the determination result at step 25 will be YES.

If it is determined in step 25 that the gear position is in neutral, that is, if the vehicle is not parked in gear, the determination result in step 25 is
YES, and after the clutch 3 is unconditionally turned off in step 26, a determination is made in step 27 as to whether or not the starting switch is on. In the illustrated embodiment, this determination is made based on whether or not the voltage of the battery B appears at the ST terminal of the key switch 6. key switch 6
If the ST position is not reached, the determination result in step 27 becomes NO and the process returns to step 21. If the key switch 6 is in the ST position, the determination result in step 27 is YES, and a starting motor control signal MS for turning on the starting motor (not shown) is output (see Fig. 2), and in response. The starting motor then rotates the engine 2.

If it is determined in step 25 that the gear position is in a driving gear position other than the neutral position, that is, if the vehicle is in the gear-on parking condition, that is, if the gear is in the parking condition, the determination result in step 25 is NO. Then, the process proceeds to step 29, where it is determined whether the parking brake (not shown) is activated (ON) or not. If the parking brake is not in operation, the determination result in step 29 is NO, and in step 30 it is determined whether or not the foot brake is in operation (ON). If at least either the parking brake or the foot brake is in operation, the determination result of either step 29 or 30 is valid.
YES, and the clutch 3 is turned off in step 31. If neither the parking brake nor the foot brake is operating, the determination results in steps 29 and 30 will both be NO.
Returning to step 21, clutch 3 is not released.

Therefore, if braking force is applied only by shifting into gear when parking, the clutch 3 will not be disengaged even if the driver turns on the key switch, and the brake force will not be released against the driver's will. This prevents the vehicle from moving. On the other hand, even if braking force is applied by parking in gear, if at least one of the parking brake or foot brake is operating, the clutch 3 is disengaged by turning on the key switch. However, since the braking force is applied by the required braking device, the vehicle will not move against the driver's will.

In step 32, it is determined whether the clutch 3 is disengaged or not. If the result of the determination is NO, the process returns to step 21, and if the result of the determination is YES, the process proceeds to step 27. Thereafter, the engine 2 is started by turning the key switch 6 to the ST position.

According to the above-mentioned structure, even when parking in gear, if the required brake device is operating, the clutch 3 is turned off and the engine is started, which is different from the conventional method. as,
It is possible to eliminate the problem that the engine cannot be started when the vehicle is parked in gear, and the engine can be started safely without carelessly moving the vehicle.

(Effects of the invention) According to the invention, when the gear is engaged and the vehicle is parked, the engine is started by disengaging the clutch in response to the ON operation of the key switch only when a predetermined brake device is operating. Therefore, the engine can be easily started even when the vehicle is in gear and parked while reliably preventing the vehicle from moving unexpectedly against the driver's will.

[Brief explanation of the drawing]

Fig. 1 is a functional block diagram showing the configuration of an embodiment of the present invention, Fig. 2 is a block diagram showing a more specific embodiment of the invention, and Fig. 3 is executed by the microcomputer shown in Fig. 2. 2 is a flowchart showing a program for control performed. 1,1'...electronically controlled automatic transmission, 2...
Engine, 3...Clutch, 4...Gear type transmission, 5...Electronic control unit, 6...Key switch, 7...First discrimination section, 8...Brake sensor, 9...Second discrimination section, 10... command means, 13
...Microcomputer.

Claims (1)

[Scope of Claim for Utility Model Registration] Electronically controlled automatic transmission 1 configured to enable gear-shift parking by electronically controlling the operation of gear type transmission 4 and clutch 3 by electronic control unit 5. , a first determining means 7 for determining whether or not the automatic transmission 1 is in a gear-shifting parking state in response to the key switch 6 changing from an off state to an on state; a second determining means 9 for determining whether or not the brake device is operating; and a second determining means 9 for determining whether or not the brake device is in operation; an electronically controlled automatic transmission device comprising command means 10 for commanding disengagement of the clutch 3 when the vehicle brake system is operating.