JPH0530974B2 - - Google Patents

Description

[Detailed Description of the Invention] 〓Field of Industrial Application〓 The present invention relates to automatic transmissions, and in particular calculates the optimum gear position and automatically changes gears using an actuator to reach this gear position. This invention relates to automatic transmission.

〓Summary of the Invention〓 The present invention provides an automatic transmission that automatically changes gears to the optimum gear position, and when the clutch is disengaged when the idle is up, the idle is first released. This allows the clutch to be disengaged after the engine is brought to an unloaded state.
This eliminates the shock caused by torsional vibration of the drive system when the clutch is disengaged.

<Prior Art> Automatic transmissions have been proposed to omit the driver's complicated gear shifting operations. In this automatic transmission, a calculation means such as a microcomputer selects the gear to be used depending on the vehicle speed, accelerator opening, etc., and the actuator meshes the selected gear to automatically set a predetermined gear ratio. It was designed to obtain the following. By equipping an automobile with such an automatic transmission, the driver hardly needs to operate a lever to change gears.

〓Problems to be Solved by the Invention〓 In such an automatic transmission, if the clutch is to be disengaged when the accelerator pedal is released, it is necessary to The clutch was disengaged at the engine speed Q at the intersection with the curve. However, if you increase the idle to increase the output of the air conditioner, heater, power steering oil pump, etc.
The ease characteristic ( ) or the curve of the ease characteristic ( ) shown in FIG. 4 will be used.

Therefore, in such a case, if the clutch is disengaged at rotation speed Q, the control rack of the fuel injection pump will be at L or L relative to the idle position.
This means that the clutch has been moved to a position where the amount of fuel is increased by L', and the clutch is disengaged while generating a torque corresponding to the position of the control rack. If the clutch is disengaged for automatic gear shifting while the engine is generating torque, the drive system will generate torsional vibrations, giving the occupants a shock feeling. become.

The present invention has been made in view of these problems, and it is an object of the present invention to provide an automatic transmission that reduces the feeling of shock that occurs when the clutch is disengaged during idle up. It is.

〓Means for solving the problem〓 As shown in Fig. 1, the present invention calculates the optimum gear position and automatically changes gears using an actuator to reach this gear position. In this transmission, a release means for releasing the idle up is provided, and the idle up is released in advance to place the engine in an unloaded state when the clutch is disengaged at the time of idle up.

Effect: Therefore, according to the present invention, when the clutch is disengaged during idle up, the idle up is released prior to disengagement of the clutch, and the engine is placed in a no-load state. Since the clutch is then disengaged, the drive system does not generate torsional vibration, and the shock feeling can be reduced.

〓Example〓 The present invention will be described below with reference to an illustrated example.
FIG. 2 shows an engine for a motor vehicle equipped with an automatic transmission according to an embodiment of the present invention, and this engine is composed of a diesel engine 10 for a truck. The diesel engine 10 is equipped with a fuel injection pump 11, which sequentially supplies fuel to each cylinder of the engine 10.
The fuel injection pump 11 is driven by the engine 10 via a timer 12, and the timing of fuel injection is adjusted by the timer 12. Furthermore, the fuel injection pump 11 is equipped with a mechanical governor 13, and the governor 13 is adapted to adjust the amount of fuel to be injected.

A flywheel housing 14 is provided on the rear side of the engine 10, and this housing 1
A flywheel fixed to the end of the crankshaft is housed within the crankshaft. And on the back side of this flywheel is clutch 3.
0 is provided, and the flywheel housing 14 is connected to the clutch 30.
A transmission 15 is attached to the rear side of the . This transmission 15 is configured to change the rotational speed of the engine 10 to a predetermined value and transmit it to the drive wheels via a propeller shaft 16.

The transmission 15 constitutes an automatic transmission, and a shift actuator 17 and a selection actuator 18 are provided above the transmission. Furthermore, clutch 3 is attached to the back side of the flywheel.
A clutch actuator 19 for controlling the connection and disconnection of the transmission 15 is mounted on the outer side of the casing of the transmission 15. Furthermore, a fuel control actuator 20 is provided at the front end of the fuel injection pump 11 to adjust the position of the control rack and control the amount of fuel supplied. These four actuators 17,1
8, 19, and 20 are each driven by a driving means based on instructions from a microcomputer 21.

The input side of the microcomputer 21 is connected to a control box 22. This control box 22 is the gear shift lever 2.
It has 3. Furthermore, this microcomputer 21 is connected to an accelerator sensor 25 that detects the opening degree of the accelerator or the amount of depression of the accelerator pedal 24. Further, the microcomputer 21 is connected to a vehicle speed sensor 26, an engine rotation sensor 27, a rack sensor 28, and a clutch sensor 29, respectively.

The vehicle speed sensor 26 is provided on the side of the transmission 15.
The vehicle speed is detected based on the rotational speed on the output side of the engine. Further, the engine rotation sensor 27 is attached to the front side of the engine 10 and is adapted to detect the rotation speed of the engine 10. Furthermore, the rack sensor 28 is connected to the actuator 20.
It is attached to the tip side of the fuel injection pump 1.
The position of the control rack No. 1 is detected. Further, the clutch sensor 29 is attached to the distal end side of the clutch actuator 19, and is adapted to detect the connected and disconnected states of the clutch 30.

Next, the operation of this automatic transmission configured as described above will be explained. This operation is performed based on a program preset in the microcomputer 21.
When the shift lever 23 of the control box 22 is in the automatic position, the shift operation is automatically performed. On the other hand, when the shift lever 23 is in the manual position, the manually selected shift operation is performed by the actuator 1.
7 and 18.

To give an overview of the automatic shift operation, the microcomputer 21 detects whether the shift lever 23 of the control box 22 is in the automatic position, and if it is in the automatic position, the accelerator pedal 24 is depressed at regular intervals. The accelerator sensor 2 detects the amount or accelerator opening degree and the vehicle speed.
5 and the vehicle speed sensor 26. Further, the microcomputer 21 reads the map stored in its memory, and based on this map, calculates whether automatic gear shifting is possible. If automatic gear shifting is possible, gear shifting is performed to obtain the calculated gear ratio. On the other hand, if it is determined that automatic gear shifting is not possible, gear shifting is not performed.

The specific operation of automatic gear shifting is such that the shift actuator 17 and the selection actuator 18 are operated based on a command from the microcomputer 21 via a drive means (not shown), and the gears of the transmission 15 are selected. The selected gears of the transmission 15 are thereby brought into mesh. Therefore, a predetermined gear ratio can be obtained in this way. During this shift operation, the clutch 30 is temporarily switched to the disconnected state by the actuator 15, and then the clutch 30 is brought into the connected state again in synchronization with the end of the shift operation.

When performing automatic gear shifting as described above, the clutch 30 is always disengaged as described above, but if the engine 10 is not switched to a no-load state at this time, there is a possibility that the drive system will generate torsional vibration. There is. Therefore, the microcomputer 21
The idle up state of the fuel injection pump 11 is released based on the flowchart shown in the figure. To explain this operation, the microcomputer 21 reads the amount of depression of the accelerator pedal 24 via the accelerator sensor 25, and determines whether the accelerator pedal 24 has been released. If the accelerator pedal 24 has been released, it is further determined whether the idle is up. When an idle up signal is input by an operating means not shown, the microcomputer 21 uses the fuel control actuator 20 to return the control rack of the fuel injection pump 11 to the reduction side to increase the idle up. Perform the release. Note that if the accelerator pedal 24 is not released or if the idle up state is not present, this return movement of the control rack is not performed.

As described above, when the accelerator pedal 24 is released and the idle is up, the microcomputer 21 returns the control rack to the reduction side via the actuator 20, and the idle up is released. If there is a disengagement signal for the clutch 30 after this, the microcomputer 21 supplies a control signal to the clutch actuator 19 to disengage the clutch 30.
Cut 0. At this time, since the engine 10 has been released from the idle-up state as described above, it is in an unloaded state, and the clutch 30 is disengaged in the unloaded state. Therefore, torsional vibrations are prevented from occurring in the drive system, and the clutch 30 is smoothly disengaged.

As described above, in the automatic transmission according to the present embodiment, when the accelerator pedal 24 is released and the idle state is up, the fuel injection pump is adjusted so that the load on the engine 10 becomes a no-load state. 11 control racks are adapted to be returned by actuator 20. Therefore, in such a state, the clutch 30
Since the engine 10 does not generate torque even when the clutch is turned off, fluctuations in torque due to clutch disengagement and engagement are suppressed, and the drive system does not generate torsional vibrations, which makes it easier for occupants to avoid shock. You will no longer feel any sensations.

Effects of the Invention As described above, in the present invention, when the clutch is disengaged during idle up, the idle up is released in advance to bring the engine into an unloaded state. Therefore, according to the present invention, it is possible to eliminate the shock caused by torque fluctuations when the clutch is disengaged, and it is possible to provide an automatic transmission that operates smoothly.

[Brief explanation of drawings]

Figure 1 is a block diagram showing the gist of the present invention, Figure 2 is a block diagram showing the gist of the present invention;
FIG. 3 is a block diagram showing an automatic transmission according to an embodiment of the present invention, FIG. 3 is a flowchart showing the operation of canceling idle up of this automatic transmission, and FIG. 4 is a conventional automatic transmission. 2 is a graph showing the operation of disengaging the clutch. In addition, in the symbols used in the drawings, 11...Fuel injection pump, 15...Transmission, 17
...Shift actuator, 18...Select actuator, 19...Clutch actuator, 20...Fuel control actuator, 21
... Microcomputer, 25 ... Accelerator sensor, 26 ... Vehicle speed sensor, 30 ... Clutch,
It is.

Claims (1)

[Claims] 1. In a transmission that calculates an optimal gear position and automatically changes gears using an actuator to reach this gear position, a release means for releasing idle up is provided. An automatic transmission characterized in that, when the clutch is disengaged during idle up, the idle up is released in advance to place the engine in a no-load state.