JPS6060349A - Non-creep control device of automatic speed change system for car - Google Patents

Abstract

PURPOSE:To prevent losing of controllability by executing drag cut control of CPU with a dummy signal until CPU is reset and a plurality of pluses are levelled. CONSTITUTION:Drag cut control is executed immediately at the time of resetting CPU34 with a dummy signal previously stored in an internal memory of CPU34 until CPU34 is reset, and pulses sent from a car velocity sensor S3 and a rotation sensor S5 are levelled. Thus, while speeding of control by CPU34 is prevented, an optimum drag control can be conducted without losing of controllability.

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 410 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.

However, recently, in this type of automatic transmission system for vehicles, in order to prevent creep, the engine (2) is in an idle state and the vehicle is in a stopped state (
(A device with a non-creep mechanism has been developed that performs so-called drag cut control, which releases the hydraulic pressure for establishing the first speed in the auxiliary transmission of an automatic transmission system.

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. The power outputted through the transmission is transmitted to the drive wheels W through the torque converter 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 I has a drive gear 8 connected to an input shaft 5 via a clutch C1 as a starting coupling element, and a drive gear 8 connected to an output shaft 6 via a one-way clutch Co. It is comprised of a driven gear 9 that meshes with the driving gear 8. 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 is composed of a driving gear 12 connected to the input shaft 5, and a driven gear 13 connected to the output shaft 6 via a clutch c3 and meshing with the driving gear 12.

In such an auxiliary transmission TM, the clutch C1
When the drive gear 8 is connected to the input shaft 5vr, a speed ratio is established 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 the clutch C2 is turned on while the clutch c1 remains connected, the drive gear 10 is connected to the input shaft 5 and a speed ratio based on the second speed gear train is established.
Torque is transmitted from input shaft 5 to output shaft 6 via i.

Meanwhile, the first and second gear trains 1. Since the output shaft 6 rotates at a higher speed than the driven gear 9 of the first gear train I due to the difference in the gear ratio of H, the one-way clutch Co is idling and the first gear train I is substantially rotated. make it stop In addition, when clutch C2 is disengaged and clutch C3 is engaged while clutch C1 is in the connected state, driven gear 13 is connected to output shaft 6 and a speed ratio is established by the third speed gear train.
Torque is transmitted (4) from the input shaft 5 to the output shaft 6 via this gear train 1. In this case as well, the one-way latch 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 the output l pongee 6
The signal is transmitted from the output wheels 14 provided at the ends of the output wheel 14 to the large-diameter gear 15 of the differential gear DF. In addition, the auxiliary transmission TM in Fig. 1
The reverse gear train and parking mechanism are omitted.

In addition, Fig. 2 shows the auxiliary transmission TM depending on the running condition of the vehicle.
Applying each clutch CI p C2+ C3 at .

An example of the configuration of a hydraulic system that performs tripping f151 control is shown.

In the configuration shown in the figure, the transmission control device TMC receives the oil pressure sent from the pump P driven by the pump impeller 2 of the torque converter TC, and generates a vehicle speed signal -qssl.
and each clutch c1. according to a preset shift pattern based on the throttle opening value -ess2. C
2. By selectively applying hydraulic pressure to Ca, the speed ratio of the first to third speeds can be established depending on the running condition of the vehicle.

Incidentally, since this transmission control device TMC itself is the same as a known one, the details thereof 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 valve 18 for cutting drag is provided in the branch passage 17.

In the drag cut solenoid valve 18, when the solenoid 32 is energized during non-creep, the pilot needle 30 is sucked inward against the spring 31 and opens the orifice 27, thereby causing the upper oil The chamber 21 communicates with the reflux path 20 to the tank T, and the pressure inside the chamber becomes almost atmospheric, and the upper oil chamber 2 flows from the oil path 17 through the orifice 24.
A part of the pressure oil sent into 1 is released from orifice 27 to reflux path 20. At that time, the spool valve 19 is caused to release its return spring 23 by the pressure oil sent into the lower oil chamber 22 through the entire oil passage 17 and orifice 25.
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 serves to control the pressure within the clutch CI in an extremely stable manner. At this time, the set value of the oil pressure in the clutch CI is selected to be approximately equal to or slightly smaller than the set load of the spring that pushes back the piston in the clutch C1, and the clutch C is placed in a state where there is almost no engagement force. Therefore, the creep phenomenon of the vehicle is effectively suppressed.In addition, when the solenoid 32 is deenergized when the non-creep mode is released, the pilot needle 30 pops out due to the return force of the spring 31, closing the orifice 27. However, to stop the pressure oil from escaping from the upper oil chamber 21, the spool valve 19 is moved by the return spring 23 due to the damping effect of the first J-fission 24.25.
It begins to descend slowly with the return force of
As the clutch C1 closes, the hydraulic pressure slowly rises inside the clutch C1, and the clutch C1 is in a half-clutch state for a certain period of time, and then the clutch engagement state is restored.

FIG. 3 shows a non-creep control device for controlling the energization and deenergization of the solenoid 32 in the drag cut solenoid valve 18 according to the driving condition of the vehicle (7). A shift position sensor 81 detects whether the shift is in the D position.
A water temperature sensor S2° 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; A throttle sensor 84 that detects whether the throttle is in the idle position. Rotation sensor S5 that detects the entire 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 inputted via the input interface 33 to perform a logical judgment as to whether or not a non-creep condition is satisfied, and the judgment result is a CPU 34 that outputs a control command for turning on and off the drag cut according to the CPU 34; and a driver 35 that appropriately deenergizes and energizes the solenoid 32 in the drag cut solenoid pulp 18 according to the control command issued from the CPU 34. It is made up of.

FIG. 4 shows a control flow (8) when the CPU 34 determines whether or not the non-creep condition is satisfied.

In the same figure, first confirm that the shift lever; - is placed in the D position, then set the engine coolant water fiiTw to a constant temperature Ts (for example, 65C).
A determination is made as to whether or not the value is higher than the value (set to a certain degree).

This assumes that the choke function works during engine cooling and increases the engine's idle speed, and then stops the drag cut function when the engine coolant temperature is below a certain level. It is. When Tw>Ts, it is determined whether the next detected vehicle speed V is slower than a preset vehicle speed V8.

At this time, the vehicle speed vB is set while being varied with a hysteresis characteristic between 18 Km/H and additional Km/H, taking into account, for example, uneven running speed. When V < Vs, after confirming that the engine is in the idle link state, a determination is made as to whether or not the detected engine rotation speed N is lower than the preset rotation speed Ns. Ru. At this time, NO is set while changing between, for example, 800 rpm and 140 rpm with a hysteresis characteristic. This, in combination with throttle sensor S4, detects whether or not the engine is in an idling state in a double manner, and also causes the engine's idle speed to rise above the set speed NS due to the first idling at the time of engine hot restart. This is to stop the drag cut function when the vehicle is running. If N<Ns, the CPU 34U finally confirms that the vehicle is in the braking state, and instructs the driver 35 to turn on the drag cut-on, anticipating that all of the above conditions are met and the vehicle is about to come to a stop. Give control commands.

In the vehicle configured as described above, a reed relay RY71 that opens and closes contacts according to the rotation of a permanent magnet MG attached to the speedometer cable is used as the vehicle speed sensor S3, and The sensor S5 is designed to pick up the ignition signal sent from the igniter IG to the next side of the ignition coil IGC, and
In the PU34, the vehicle speed sensor S3. Rotation sensor S5
The pulse signal sent from the human power interface 33
The vehicle speed and engine rotational speed are each detected by counting the number of waveforms (waveform-shaped) for a certain period of time. At that time, in the present invention,
Vehicle speed sensor S3. Regardless of the irregularity in the period of the pulse signal output from the rotation sensor S5, the vehicle speed and engine rotational speed are always 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 the averaged valley pulse PL, P2. The vehicle speed is detected by counting the number of P3, p4, etc. for a certain period of time (11). Note that the period indicated by T in the figure is always constant.

However, by adopting such a 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 CPU 34 can detect the vehicle speed with high precision without being affected by this. The same applies to the rotation sensor S5 (for example, in the case of a 4-cylinder engine, 4 pulses are generated per engine rotation, and in the case of a 6-cylinder engine, 4 pulses are generated per engine rotation) Six pulses are output, but by sequentially averaging every four or six pulses in the CPU 34, it is possible to eliminate the influence of uneven rotation of the engine.

Furthermore, in the present invention, if the control clock in the CPU 34 goes out of control, there is a risk that the drag cut control will be disrupted. A reset circuit 36 is provided to reset the CPU 34't (12) after a certain period of time.
In this case, a means is taken to retain the drag cut control command at the time of the reset.

In this case, an R (reverse) position detection signal may be used instead of the forward position detection signal.

By providing such a reset means for the CPU 34, the CPU 3
4, it is determined whether or not the non-creep operating condition is satisfied based on the output signals from the valley sensors S1 to S3, and the necessary drag cut control command is issued to the driver 35, after which the CPU 34 is forcibly reset. Therefore, even if the clock runs out of control, accurate control commands can be given to the driver 35 without being affected by it. Also, after resetting, the CPU34
waits for the next D position detection value signal and starts drag cut control based on the determination result of whether or not the non-creep operating condition is established as described above.

Therefore, when the above-mentioned vehicle speed detection means and CPU 34 reset means are used together, at the time the CPU 34 is reset, the vehicle speed sensor 8 in the CPU 34 is activated.
3. Control will be lost until the several pulses sent from rotation sensor S5 are averaged.

Therefore, especially in the present invention, after the CPU 34 is reset, the vehicle speed sensor S3. Until the average processing of several pulses sent from the rotation sensor s5 is performed, the CPU 34
CP using a dummy signal stored in advance in the internal memory of
Drag cut control can be executed immediately from the time U34 is reset. Here, as a dummy signal for the vehicle speed detection signal, a signal corresponding to a vehicle speed of 18 Km/H or less is used, and as a dummy signal for the engine rotation speed detection signal, a signal corresponding to a signal for a vehicle speed of 800 rpm or less is used.

FIG. 6 shows a specific example of the circuit configuration of the non-creep control device. Here, a switch that closes the contact when the shift lever is moved to position D serves as a shift position sensor Sl, and a switch that closes the contact when the shift lever is placed in position D serves as a water temperature sensor S2. The switch that closes the contact when the cooling water is above a certain temperature Ts is the throttle sensor S4, which is linked to the access pedal and opens the contact when the access pedal is not depressed, and the brake sensor S6 is the switch that opens the contact when the access pedal is not depressed. Each uses a device that closes the contact when the foot is pressed down. In addition, the input interface 33 waveform-shapes the output signal of each sensor and then outputs the processed signal g'i
It is designed to be given to the CPU 34. 36 in the figure is D
A reset circuit is shown that applies a reset signal to the CPU 34 when a reset time set by a time constant of a resistor and a capacitor has elapsed after detecting an edge of a position rendering signal.

Further, numeral 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 regirator.

Also, the middle part of the figure is a reset circuit for the CPU 34 when the power is turned on.

As described above, in the non-creep control device for an automatic transmission system for a vehicle according to the present invention, the hydraulic pressure in the oil path that supplies the hydraulic pressure to the friction engagement element that establishes the gear ratio for starting in the auxiliary transmission is cut by drag. An automatic transmission system for a vehicle has a non-creep mechanism that performs a non-creep function by releasing a valve, and the CPU generates a pulse signal from a vehicle speed sensor or rotation sensor according to the vehicle speed or engine rotation speed. The vehicle speed or engine rotational speed is detected by taking the average of multiple pulses each time a signal is sent, and counting the averaged number of each pulse for a certain period of time. means for determining whether or not the above holds true and giving a drag cut control command to the driver driving the pulp; means for resetting the CPU after a set time has elapsed when the shift lever is placed in the D position; CP is reset using a dummy signal until the plurality of pulses are averaged.
This system is designed to detect the vehicle speed or engine rotation speed with high precision, and also to prevent the CPU from running out of control while ensuring optimum controllability without losing controllability. It has the excellent advantage of being able to control drag cut.

[Brief explanation of the drawing]

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 pulses in the CPU, and Fig. 6 is an electrical connection showing the specific circuit configuration of the non-creep control device. It is a diagram. 18... Solenoid pulp for drag cut 3o...
・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 Sl...Shift position sensor
s2...Water temperature sensor S3...Vehicle speed sensor S4.
・・Throttle sensor S5・Rotation sensor s6・
...Representation of the drawing by Kiyoshi Torii, the representative of the brake sensor applicant. Figure 1: Procedural amendment (October 1982) Patent Application No. 167868 2, Title of Invention: Automotive for Vehicles Non-creep control device for transmission system 3, Relationship with the case of the person making the amendment Patent applicant: No. 8-4 Jingumae 6-chome, Shibuya-ku, Tokyo, Agent: Month, Day, Showa (Delivery date: Month, Day, Showa) 6. Amendment Number of inventions (1) Procedural amendment Commissioner of the Japan Patent Office Kazuo Wakasugi 1 Indication of the case 1982 Patent application No. 167868 2 Title of invention Non-creep control device for automatic transmission system for vehicles Office Tokyo 6-27-8 Jingumae, Shibuya-ku Name (Name)
(532) Honda Motor Co., Ltd. 4 Agent No. 231 8 Contents of amendment (1) The scope of claims in the specification is amended as follows. [Claims] A non-creep function is achieved by removing the hydraulic pressure in the oil passage that supplies hydraulic pressure to the frictional effect element that establishes the gear ratio for starting in the auxiliary transmission using a drag cut valve. In a class 4 vehicle automatic transmission system with a non-creep mechanism, a pulse signal is sent from a vehicle speed sensor or a rotation sensor in accordance with the vehicle speed or engine rotation speed, and the vehicle speed or engine rotation is controlled. means for detecting the number of drag cuts and determining whether or not a non-creep condition is established according to the detection result to give a drag cut control command to a driver that drives the valve; A means for resetting 7 after a set time has elapsed, and a dummy signal is used after the control is reset by the pulse or until the engine low number is set. A non-creep control device for a vehicle automatic transmission system, which uses a means for executing drag cut control. (2) In the following parts of the specification, rcPUJ is corrected to ``control circuit.'' Page 3, line 8, page 14, line 5, line 15 between lines 14, line 17 (3) Page 10, line 7 to line 9 of the specification , delete the text "After considering engine cooling...". (4) On page 10, line 18, ``Engine 1 is corrected to ``throttle''. (5) From lines 4 to 8 of page 11, the phrase ``the engine is...'' is deleted. (6) On page 11, lines 13 to 14, ``The vehicle expected...'' is corrected to ``ta,'' and on line 200, ``relay'' is corrected to ``switch.'' (7) On page 12, lines 6 and 7, correct "r number for a certain period of time" to "time interval". (8) On page 12, line 18, insert "interval" after "pulse". (9) Page 12, line 19 to page 13, line 2, “
Each pulse...becomes constant. The vehicle speed is detected by r time. Further, the average pulse may be an integral multiple of one revolution of the meter cable, such as 8 pulses or 12 pulses. ” is corrected. (10) Page 13, line 8, “I will be able to do it.”
Insert the following sentence after . [By adopting such a detection means, even when the pulse interval is long (for example, at low speed), the data will not be updated every time a pulse is generated and the accuracy will not deteriorate, and it will also have excellent responsiveness.] becomes. (11) Page 13, lines 16 to 18, rcP
U34...Due to this, delete the text. (12) Page 14, lines 6 to 18, [This is how... Delete the word J. (13) Page 17, lines 7 to 9, “Every...
..." was deleted, and in line 16, 4- [Multiple pulses are averaged] was corrected to "vehicle speed or engine rotation speed is detected by the pulse", and in line 20,
Delete the text "while using rCPU...". (14) Figures 5 and 6 of the cylinder in the drawing are corrected as shown in the attached sheet. 5-

Claims (1)

[Claims] A non-creep function is achieved by removing hydraulic pressure in an oil passage that supplies hydraulic pressure to a frictional engagement 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, the CPU calculates the average of multiple pulses each time a Tehalus signal is sent from the vehicle speed sensor or rotation sensor according to the vehicle speed or engine rotation speed. The driver detects the vehicle speed or engine rotation speed by counting the number of each averaged pulse for a certain period of time, and determines whether or not the non-creep condition is established according to the detection result, and drives the valve. means for giving a drag cut control command;
When the shift lever is placed in the D (1) ^OC position, the CPU
and means for causing the CPU to execute drag cut control using a dummy signal from when the CPU is reset until the plurality of pulses are averaged. Non-creep control device◎