JPS6060348A - Non-creep control device of automatic speed change system for car - Google Patents

Abstract

PURPOSE:To heighten the accuracy of drag cut control by taking an average of a plurality of pulses from a car velocity sensor or engine speed sensor and counting the levelled number of pulses to detect the car velocity or the engine speed. CONSTITUTION:An average of four pulses of pulse signals from a car velocity sensor S3 and an engine speed sensor S5 is taken, and the levelled number of pulses is counted during a fixed time to detect the car velocity and the engine speed. According to the detection results, the conclusion of a non-creep condition is judged to give a drag cut control command to a driver for driving a valve. Thus, the car velocity and the engine speed can be detected with high accuracy to accomplish drag cut control with high accuracy.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a non-creep control device in a vehicle automatic transmission system having a non-creep mechanism.

Generally, in vehicles such as automobiles that employ automatic transmission systems, if the shift lever is placed in the drive D position when the vehicle is stopped (when the engine is idling), the drag torque in the torque converter will This causes a so-called creep phenomenon in which the vehicle moves forward.

Recently, in this type of automatic transmission system for vehicles, in order to prevent creep, when the engine is in an idling state and the vehicle is stopped, the first transmission in the auxiliary transmission of the automatic transmission system is A non-creep mechanism has been developed that controls so-called drag cut, which releases hydraulic pressure to establish speed.

The present invention is an automatic transmission system for a vehicle having such a non-creep mechanism, which is capable of performing optimal non-creep control under the control of a CPU based on a detection signal of the driving state of the vehicle. The present invention provides a non-creep control device for an automatic transmission system.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the accompanying drawings.

Figure 1 shows an example of the basic configuration of a power transmission system in a vehicle automatic transmission system, in which the power output from the engine EG via the crankshaft l is
The power is transmitted to the drive wheels W through the transmission gear TC, auxiliary transmission TM, and differential gear DF.

The torque converter TC consists of a pump impeller 2 connected to the crankshaft 1, a turbine impeller 3 connected to the input shaft 5 of the auxiliary transmission TM, and a stator 4 disposed between the two impellers 2. The torque transmitted from the crankshaft 1 to the pump impeller 2 is hydrodynamically transmitted to the turbine impeller 3, and when the torque is amplified during that time, the stator 4 bears the reaction force. It has become.

In addition, in the auxiliary transmission TM, the first speed gear train 11, the second speed gear train
and a third speed gear train l are provided in parallel. The first speed gear train 1 includes a drive gear 8 connected to the input shaft 5 via a clutch C1 as a friction engagement element for starting, and an output shaft 6.
A driven gear 9 is connected to the drive gear 8 via a one-way clutch Co, and meshes with the drive gear 8. Also,
The second speed gear train (2) is composed of a driving gear 10 connected to the input shaft 5 via a clutch C2, a driven gear 11 connected to the output shaft 6 and meshing with the driving gear 10, and a third gear train (3).
The speed gear train 1 includes a drive gear 12 connected to an input shaft 5 and a drive gear 1 connected to an output shaft 6 via a clutch C3.
2 and a driven gear 13 that meshes with the driven gear 13.

In such an auxiliary transmission TM, the clutch C1
When only the input shaft 5 is turned on, the drive gear 8 is connected to the input shaft 5 to establish a speed ratio by the first gear train I, and torque is transmitted from the input shaft 5 to the output shaft 6 via the gear train I. Next, when clutch C2 is turned on with clutch C1 still connected, drive gear 10 is connected to input shaft 5 and the second
A speed ratio is established by the speed gear train (2), and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train (2). Meanwhile, the first and second gear trains 1. Because the output shaft 6 rotates at a higher speed than the driven gear 9 of the first speed gear train I due to the difference in the gear ratio of the first speed gear train I, the one-way clutch CG idles and substantially rotates the first speed gear train I. make it stop In addition, clutch C1
When the clutch C2 is pulled out and the clutch C3 is turned on in the connected state, the driven gear 13 is connected to the output shaft 6, and the speed ratio by the third speed gear train (■) is established, and the input signal is transmitted through this gear train (■). Torque is transmitted from shaft 5 to output shaft 6. In this case as well, the one-way clutch Co idles to bring the first gear train i to rest, similar to when the second gear train (2) is established. The torque transmitted to the output shaft 6 is transmitted from the output gear 14 provided at the end of the output shaft 6 to the large diameter gear 15 of the differential gear DF. Note that the reverse gear train and parking mechanism are omitted from the auxiliary transmission TM in FIG. 1.

In addition, Fig. 2 shows the auxiliary transmission TM depending on the running condition of the vehicle.
Applying each clutch Cb C2F CB in .

An example of the configuration of a hydraulic system that controls tripping is shown.

In the configuration shown in the figure, the transmission control device TMC receives oil pressure sent from the pump P driven by the pump impeller 2 of the torque converter TC, and performs presetting based on the vehicle speed signal 881 and the throttle opening signal SS2. Each clutch CIt C21
By selectively applying hydraulic pressure to ca, a speed ratio between the first speed and the third speed can be established depending on the driving condition of the vehicle.

Note that this transmission control device TMC itself is the same as a known one, so its details will be omitted.

Further, an oil passage 16 leading from the transmission control device TMC to the clutch C1 is branched, and a pilot-type solenoid pulp 18 for cutting drag is provided in the branch passage 17.

In the solenoid pulp 18 for drag cutting, when the solenoid 32 is energized during non-creep, the pilot needle 30 is sucked inward against the spring 31 and opens the oil holder 27. The upper oil chamber 21 communicates with the reflux path 20 to the tank T, and the pressure inside the chamber becomes almost atmospheric, and a part of the pressure oil sent from the oil path 17 to the upper oil chamber 21 through the orifice 24 flows from the orifice 27 to the reflux path. It is now possible to escape to 20. At that time, the pressure oil sent from the oil passage 17 to the lower oil chamber 22 through the orifice 25 causes the spool valve 19 to release its return spring 23.
As a result, the port 26 opens and the oil passage 17 and the return passage 20 communicate with each other, allowing the pressure oil in the oil passage 17 to escape to the tank T with almost no resistance.

At this time, the movement of the spool valve 19 is effectively regulated by the throttling resistance of the orifice 25, which functions to extremely stably control the pressure within the clutch C1. At this time, the set value of the oil pressure within the clutch C1 is determined by the clutch C1. The load is selected to be approximately equal to or slightly smaller than the set load of the spring that pushes back the piston in C1, and the clutch C1 is placed in a state where there is almost no holding force (7), so the vehicle creep phenomenon is effectively suppressed. will be done.

Furthermore, when the solenoid 32 is deenergized when the non-creep mode is released, the pilot needle 30 is pushed out by the restoring force of the spring 31 and closes the orifice 27, stopping pressure oil from escaping from the upper oil chamber 21. Due to the damping effect of 24.25, the spool valve 19 begins to slowly descend with the return force of the return spring 23, gradually closing the boat 26, so the working oil pressure inside the clutch c1 slowly rises and reaches a certain level. For a period of time, the clutch is in a half-clutch state, and then the clutch engagement state is restored.

Figure 3 shows a non-creep control device for controlling the energization and deenergization of the solenoid 32 in the solenoid pulp 18 for drag cut according to the driving condition of the vehicle. shift position sensor 81. A water temperature sensor 82 detects whether the temperature of the engine cooling water has reached a certain level.A vehicle speed sensor 83 detects the running speed of the vehicle.
Throttle (8) Throttle sensor 84 that detects whether the throttle is in the idle position. Rotation sensor 85 for detecting engine rotation speed. Each sensor output signal from the brake sensor S6, which detects whether or not the brake is in an operating state, is read through the input interface 33, a logical judgment is made as to whether or not the non-creep condition is satisfied, and according to the judgment result, CPU that outputs control commands for drag cut on and off.
34 and a driver 35 that appropriately deenergizes and energizes the solenoid 32 in the drag cut solenoid valve 18 in accordance with control commands issued from the CPU 34.
It is composed of.

FIG. 4 shows a control flow when the CPU 34 determines whether or not the non-creep condition is satisfied.

In the figure, the CPU 34 first confirms that the shift lever is in the D position, and then confirms that the engine cooling water temperature Tw is higher than a constant temperature Ts (set to about 65 C, for example). This is because it is assumed that when the engine is cooled, the choke function operates and the engine's idle speed increases, and when the engine coolant temperature is below a certain level, the drag cut function is activated. When Ty > T8, the next detected vehicle speed V
A determination is made as to whether or not the preset vehicle speed Vs, Jf) is also slow.

At this time, the vehicle speed vB is set while being varied with a hysteresis characteristic between 18 Km/H and 20 Km/H, taking into account, for example, uneven running speed. When V<VS, it is then confirmed that the engine is in an idling state, and then it is determined whether the detected engine speed N is lower than a preset rotation speed NB. In this case, N is 11, for example 8
The setting is made while changing between 00 rpm and 140 rpm with a hysteresis characteristic.

This, in conjunction with throttle sensor S4, detects whether or not the engine is in an idle state in a double manner, and also causes the engine's idle speed to rise above the set speed NB due to first idling during a hot restart of the engine. This is to stop the drag cut function when the vehicle is running. If N < N s, the CPU 34 finally confirms that the vehicle is in the braking state, and instructs the driver 35 to perform a drag cut, anticipating that the vehicle will come to a stop when all of the above conditions are met. Gives an on control command.

In the vehicle configured as described above, the vehicle speed sensor S3 is a lead that opens and closes contacts according to the rotation of a permanent magnet MG attached to the speedometer cable, for example.
A relay relay RY7Jx is used, and the rotation sensor S5 is connected from the igniter G to the ignition coil IGC.
It picks up the ignition signal sent to the next side,
The CPU 34 measures the number of pulse signals (waveform-shaped by the input interface 33) sent from the vehicle speed sensor 83 and rotation sensor S5 for a certain period of time to detect the vehicle speed and engine rotation speed. I have to. In this case, in the present invention, the vehicle speed sensor 83. Regardless of the irregularity in the period of the pulse signal output from the rotation sensor S5, the vehicle speed and engine rotational speed can always be accurately detected, and drag cut can be controlled with high precision.

In other words, if a vehicle speed sensor S3 that generates four pulses per revolution of the speedometer cable is used, as shown in FIG. to 4
Each pulse is averaged, and each averaged pulse pl, P2. The vehicle speed is detected by counting the numbers P3, P4, etc. for a certain period of time. Note that the period indicated by T in the figure is always constant.

However, by adopting this vehicle speed detection means,
Even if the permanent magnet MG of the vehicle speed sensor S3 has uneven magnetization and the period of its output pulse varies as shown in the figure, the vehicle speed can be detected with high accuracy in the CPU 34 without being affected by the irregularity (11). It becomes like this.

Similarly, for the rotation sensor S5, for example, in the case of a 4-cylinder engine, 4 pulses are generated for each rotation of the engine.
In addition, in the case of a 6-cylinder engine, 6 pulses are output for each rotation of the engine, but by sequentially averaging every 4 or 6 pulses in the CPU 34, it is possible to eliminate the influence of uneven engine rotation. .

FIG. 6 shows a specific example of the circuit configuration of the non-creep control device. Here, the shift position sensor 81 is a switch that closes the contact when the shift lever is moved to the D position, and the water temperature sensor S2 is a switch that closes the contact when the shift lever is moved to the D position. The one that closes the contact when the cooling water 75i reaches a certain temperature of 18 or higher is the throttle sensor S4, which works in conjunction with the accelerator pedal and opens the contact fully when the accelerator pedal is not depressed (
A switch is used as a brake sensor S6 that closes a contact point when the slippage pedal is depressed. f! Gourd-filled Kaintafu ears 33 (12
) is configured to waveform-shape the output signal of each sensor and then provide the processed signal to the CPU 34.

Reference numeral 36 in the figure indicates a reset circuit that provides a reset signal to the CPU 34 when a reset time set by the time constant of the resistor and capacitor has elapsed after detecting the edge of the D position detection signal. Further, 37 in the figure is a stabilized power supply circuit to which the batch IJBATT is connected via the ignition switch, and REG in the figure indicates a voltage regulator. In addition, 38 in the figure indicates C when the power is turned on.
This is the reset circuit for P U 34. As described above, in the non-creep control device for the automatic transmission system for vehicles according to the present invention, hydraulic pressure is supplied to the frictional engagement element that establishes the gear ratio for starting in the auxiliary transmission. The vehicle automatic transmission system has a non-creep mechanism in which the hydraulic pressure in the oil passage is removed by a drag cut valve to achieve a non-creep function. Each time a pulse signal is sent according to the rotation speed of the This device uses a means for determining whether or not the non-creep condition is established according to the detection result and giving a drag cut control command to the driver driving the pulp, and accurately detects the vehicle speed or engine rotation speed. This has the excellent advantage of allowing highly accurate drag cut control.

[Brief explanation of drawings]

FIG. 1 is a simplified configuration diagram showing an example of the configuration of a power transmission system in a vehicle automatic transmission system, and FIG. 2 is a simplified configuration diagram showing an example of the configuration of a hydraulic system in a vehicle automatic transmission system with a non-creep mechanism. FIG. 3 is a block diagram showing the basic configuration of a non-creep control device according to an embodiment of the present invention;
Fig. 4 is a flowchart showing the control flow in the CPU, Fig. 5 is a diagram showing an example of the content of averaging processing of multiple parameters in the CPU, and Fig. 6 is an electrical diagram showing the specific circuit configuration of the non-creep control device. It is a wiring diagram. 18... Solenoid valve for drag cut 30...
・Pilot needle 32... Solenoid 33... Input interface 34... CPU 35... Driver 36... Reset circuit EG... Engine T
C...Torque converter TM...Auxiliary transmission D
F...Differential device C1-C3...Clutch TMC・
...Hydraulic control device s1...Shift position sensor
S2...Hot water sensor S3...Vehicle speed sensor S4...
・Throttle sensor S5...Rotation sensor S6...
Brake sensor applicant's representative Kiyoshi Karasui Procedural amendment 12/1981 Patent application No. 167867 2 Title of invention Non-creep control device for automatic transmission system for vehicles 3 Case made by person making amendment Relationship with Patent Applicant: 6-27-8 Jingumae, Shibuya-ku, Tokyo, Showa Year, Month, Day 8, Contents of Amendment, Procedural Amendment 1, Indication of Case, 1982, Patent Application No. 167867, 2, Name of Invention, Automatic Transmission for Vehicles Converting the system to a non-creep control device Address: 6-27-8 Jingumae, Shibuya-ku, Tokyo Name (first name f,
l) (532) Honda Motor Co., Ltd. 4 agents 〒23
1 Correct each to "control circuit". (1) The scope of claims in the specification is corrected as follows. ``Claims: A non-creep function is achieved by removing hydraulic pressure in an oil passage that supplies hydraulic pressure to a friction coupling element that establishes a gear ratio for starting in an auxiliary transmission using a drag cut valve. In an automatic transmission system for a vehicle having a non-creep mechanism, multiple pulses MJ are generated every time a pulse signal is sent from the vehicle speed sensor or rotation sensor according to the vehicle speed or engine rotation speed.
The vehicle speed or engine rotational speed is detected based on the detected value, and based on the detection result, it is determined whether or not the non-creep condition is established, and the driver who drives the valve is asked to cut the drag. A non-creep control device for an automatic transmission system for a vehicle that uses means for giving control commands. (2) rCPUJ is written in the following parts of the specification on the second line of page 3 and on the 18th line of page 14. (3) From the last line of page 9 to the third line of page 10 of the specification, [Engine cooling/
...Delete the phrase ``After considering it.'' (4) On page 10, line 12, [engine] is corrected to “throttle”, and from line 18 to page 11, line 1, the words “engine is caused by…” are deleted. . (5) Page 11, lines 7 and 8, ``If the vehicle...
..." was corrected to "ta", line 14, d, r relay" was corrected to "switch", and in the last line of the same line, "F number for a fixed time" was corrected to "1 hour interval". do. (6) Insert "interval j" next to "r pulse" on page 12, line 12, and insert "interval j" in lines 13 to 16 of the same page, "Each pulse...is constant. The vehicle speed is detected.Also, the average pulse may be an integral multiple of one rotation of the meter cable, such as 8 pulses or 12 pulses.'' (7) Page 13, line 9, [becomes. Insert the following sentence after ``. ``By adopting this type of detection means, even when the pulse interval is long (for example, at low speeds), the data will not be updated every time a pulse occurs and the accuracy will not deteriorate, and it will also have excellent responsiveness. (8) On page 15, line 1, “interval” follows “pulse”.
Insert "Each pulse..." in the second or third line of the same line.
Correct "by time" to "by time." (9) Revise boxes 5 and 6 in the drawing as per the attached sheet. 4- Figure 5

Claims (1)

[Claims] A non-creep mechanism that achieves a non-creep function by removing the hydraulic pressure in the oil passage that supplies hydraulic pressure to the friction engagement element that establishes the gear ratio for starting in the auxiliary transmission using pulp for drag cutting. In the automatic transmission system for vehicles, the CPU calculates the average of multiple pulses each time a pulse signal is sent from the vehicle speed sensor or rotation sensor depending on the vehicle speed or engine rotation speed. The vehicle speed or engine rotation speed is detected by counting the number of each pulse for a certain period of time, and based on the detection result, it is determined whether or not a non-creep condition is established, and the driver driving the pulp is controlled to cut drag. 5. A non-creep control device for an automatic transmission system for a vehicle using means for giving commands.