JPS6060350A - Non-creep control device of automatic speed change system for car - Google Patents

Abstract

PURPOSE:To ensure the running possible condition of a car in the case where CPU is out of order by passing an output signal of a throttle sensor round CPU and interrupting same in a driver. CONSTITUTION:A throttle sensor S4 for detecting whether an engine is in the state of idling or not is connected to a driver 35 through a bypass circuit 39, and an output signal of the throttle sensor S4 is passed round CPU34 and interrupted in the driver 35. Thus, a drag cut on control command given from CPU by mistake can be invalidated, so that even if CPU34 is out of order and the controllability is lost, non-creep is compulsorily removed to ensure the running possible condition of a car.

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.

In general, for vehicles such as automobiles that employ automatic transmission systems, when the vehicle is stopped (when the engine is idling)
If the shift lever is placed in the 410 position, the dragging torque in the torque converter will cause 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 Other non-creep mechanisms have been developed that control what is called a drag cut, which releases the hydraulic pressure needed to establish this.

Does the present invention have such a non-creep mechanism? In an automatic transmission system for a vehicle, it is possible to carry out optimal non-creep control under the control of a CPH based on a detection signal of the driving state of the vehicle, and in particular, to prevent loss of controllability of the CPU. The present invention provides a non-creep control device for an automatic transmission system for a vehicle, which takes backup measures in case of emergency.

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

Figure 1 shows a basic configuration example of a power transmission system in a vehicle automatic transmission system, in which power output from engine EG7 via crankshaft IY is transmitted to torque converter TC, auxiliary transmission TM and differential The signal is transmitted to the drive wheels W through the device DFY.

The torque converter TC includes a pump impeller 2 connected to a crankshaft 1, a turbine impeller 3 connected to an input shaft 5 of an auxiliary transmission TM, and a stator 4 disposed between both impellers 2 and 3. 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. 1.

In addition, in the auxiliary transmission TM, a first speed gear train I, a second speed gear train ■, and a third speed gear train ■ are provided in parallel between the output shafts 52 and 6 which are parallel to each other. There is. 1st
A speed gear train IU, a drive gear 8 which is connected to the input shaft 5 by a clutch C2 as a frictional engagement element for starting, and a latch C to the output shaft 6. The driven gear 9 is connected to the driving gear 8 through a driven gear 9 and meshes with the driving gear 8. f
In addition, the second speed gear train (2) is composed of a driving gear 10 connected to the input shaft 5 via a clutch C2, and a driven gear 11 connected to the output shaft 6 and meshing with the driving gear 1O,
The third speed gear train ■ has a drive gear 12 connected to the input shaft 5,
It is comprised of a driven gear 13 connected to the output shaft 6 via a clutch C5'l and meshing with the driving gear 12.

In such an auxiliary transmission TM, the clutch C1
When only the gear train I is turned on, the drive gear 8 is connected to the input shaft 5 and a speed ratio is established by the first gear gear train I.
Torque is transmitted from the input shaft 5 to the output shaft 6 via the Y.

Next, while clutch C1 remains connected, clutch C2
When Y is turned on, the drive gear 10 is connected to the input shaft 5, a speed ratio is established by the second 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. Due to the difference in the gear ratio of
Since the output shaft 6 rotates at a higher speed than the driven gear 9 of the speed gear train 1, the one-way clutch Co idles and the first
The speed gear train I'& is substantially stopped. 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, a speed ratio is established by the third speed gear train (Z), and the input shaft is connected to the input shaft through this gear train Torque is transmitted from the output shaft 5 to the output shaft 6. In this case as well, as in the case of establishing the second speed gear train (2), the one-sided clutch Co is idling and the first speed gear train I5? Pause.

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 C+ + C2r Cs at .

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 the oil pressure sent from the pump pl- driven by the pump impeller 2 of the torque converter TO, and receives the vehicle speed signal SS1.
and valley clutches CI, C according to a preset shift pattern based on the throttle opening signal SS2.
2. By selectively applying hydraulic pressure to Cs, the speed ratio of the first to third speeds can be established depending on the running condition of the vehicle. Note that this speed 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 valve 18 for cutting drag is provided in the branch passage 17.

When the solenoid 32 of the drag cut solenoid valve 18 is energized during non-creep, the pilot needle 30 is sucked inward against the spring 31 and the orifice 27 is opened, thereby opening the upper oil chamber. 21 communicates with the reflux passage 20 to the tank T, and the pressure inside the chamber becomes almost atmospheric, and the oil passage 17 passes through the orifice 24 to the upper oil chamber 2.
A part of the pressure oil sent into the tank 1 is allowed to escape from the orifice 27 to the reflux path 20. At this time, the pressure oil sent from the oil passage 177) to the lower oil chamber 22 through the orifice 25 causes the spool valve 19 to rise to a point where it balances with the spring force of its return spring 23, thereby opening the port 26 and allowing oil to flow through the orifice 25. The passage 17 and the return passage 20 communicate with each other, and the pressure oil in the oil passage 17 is allowed to escape to the tank T with almost no resistance. At this time, the movement of the spool valve 19 causes the orifice 2 to
The pressure inside the clutch C4 is effectively regulated by the throttling resistance of C4, and works to control the pressure inside the clutch C4 in an extremely stable manner. At this time, the set value of the oil pressure in the clutch 01 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 C1 is placed in a state where there is almost no engagement force. Therefore, the creep phenomenon of the vehicle is effectively suppressed.

Furthermore, if the solenoid 32 is deenergized when the non-creep mode is released, the pilot needle 30 will pop out due to the restoring force of the spring 31, closing the orifice 27 and stopping the pressure oil from escaping from the oil chamber 21. Due to the damping effect of the orifices 24 and 25, the spool valve 19 begins to slowly descend with the return force of the return spring 23, and the port 26 gradually closes, so the working oil pressure inside the clutch C1 slowly rises. , the clutch is in a half-clutch state for a certain period of time, and then the clutch engaged 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)>Y shift position sensor 81. A water temperature sensor 82 detects whether the engine coolant temperature has reached a certain level, a vehicle speed sensor S3 detects the running speed of the vehicle, a throttle sensor 84 detects whether the throttle is in the idle position, and the engine rotation speed. Rotation sensor S5 detects when the brake is in operation)
Brake sensor 5671) which detects whether or not G:
, y The CPU 34 reads the sensor output signal through the human input interface 33, makes a logical judgment as to whether or not the non-creep condition is satisfied, and outputs a drag cut-on/off control command according to the judgment result. And that C2
It is comprised of a driver 35 that appropriately de-energizes and de-energizes the solenoid 32 in the drag cut solenoid pulp 18 in accordance with a control command issued from a port 34.

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 detects that the engine coolant temperature Tw has become higher than a constant temperature Ts (for example, set to about 65°C). Determine whether or not there is one. When the engine is cooled, the choke function works to increase the engine's idle speed, and when the engine coolant temperature is below 1 foot, the drag cut function is stopped. It is. When TV>TS, the next detected vehicle speed ■ is the preset vehicle speed V8J1. A determination is made as to whether or not it is too slow. At this time, the vehicle speed VS is set while being varied with hysteresis characteristics between 18 Km/H and 20 Km/H, taking into consideration, for example, uneven running speed. When V<Vs, it is then confirmed that the engine is in the idle link state, and then a determination is made as to whether or not the detected engine rotation speed N is also lower than the preset rotation speed Ns and Kv. . At this time, N8 is set while changing between, for example, 800 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 N8 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. N (NB If CP [J34
Give a drag cut-on control command to the

In this structure, especially in the present invention,
If the controllability is lost due to a failure of the CPU 34 and the drag cut-on control command continues to be issued,
Since it becomes impossible to start the vehicle, as a backup measure, the output signal of the throttle sensor S4 is bypassed to the output side of the CPU 34 via the input interface 33, as shown in FIG. bypass circuit 3 which gives an interrupt signal to the driver 35
9 is provided, and the interrupt signal is used to invalidate the drag cut-on control command issued from it when CP[J34 fails, thereby forcibly canceling the non-creep state.

However, by taking such measures, the accelerator pedal is depressed and the vehicle starts.
Even if the PU 34 malfunctions and an erroneous drag cut-on control command is issued to the driver 35, it is invalidated, so that the driving function of the vehicle is ensured.

Figure 5 shows a specific example of the circuit configuration of the non-creep control device, which uses a switch as the throttle sensor S4 that is linked to the accelerator pedal and opens its contacts when the accelerator pedal is not depressed (when the engine is idling). A switching transistor is used as the bypass circuit 39 to short-circuit and open the input side of the driver 350, and the transistor is turned on and off according to the output signal of the throttle sensor S4. ing.

However, even though the switch contact of throttle sensor S4 is closed (the accelerator pedal is depressed and the vehicle is in the starting state) when CP (J34) fails, C
PU34: Even if a control command is issued to the C-driver 35 by the drag cut-on high level “H”,
At that time, the output signal of the throttle sensor S4 (waveform shaped by the input interface 33) becomes high level "H" and turns on the transistor of the bypass circuit 39, thereby forcibly grounding the input side of the driver 350. Drag cut solenoid valve 18
The solenoid 32 at will be deenergized.

In addition, as another means for forcibly disabling the drag cut-on control command issued from the CPU 34 in response to the output signal of the throttle control FF S4 when the CPU 34 fails,
A throttle sensor 54) with a switch whose contacts open when the accelerator pedal is depressed is used, and an AND circuit is provided on the output side of the CPU 34 to connect the CPU 3
47> and the output signal of the throttle sensor S4 may be given to the driver 35.

In this case, if the accelerator pedal is depressed, the output signal of the throttle sensor S4 will be low level "L", and the CPU34 :C" will be caused by the high level "H" of the drag cut-on which is erroneously output. The control command is cut off by the AND circuit.

In the configuration shown in FIG. 5, the shift position sensor S1 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 engine cooling water reaches a certain temperature T8 or higher. A switch that closes the contact when the brake pedal is depressed is used as the brake sensor S6, and a switch that closes the contact when the brake pedal is depressed is used as the brake sensor S6. Further, the input interface 33 is configured to shape the waveform of the output signal of each sensor and then provide the processed signal to the gcPU 34. In the figure, numeral 36 indicates a reset circuit χ which is set by the time constant of the resistor and capacitor after detecting the edge of the D position detection signal and gives a reset signal to the CPU 34 when the reset time has elapsed. Further, numeral 37 in the figure is a stabilized power supply circuit to which the battery BATT is connected via an ignition switch, and REG in the figure indicates a voltage regulator. Further, 38 FX in 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 a vehicle automatic transmission system according to the present invention, C
In a system in which the PU determines whether or not the No. η league condition is satisfied, and in accordance with the determination result, a drag cut-on/off control command is given to the driver of the drag cut valve, whether or not the engine is in an idle link state. The output signal of the throttle sensor that detects ρ)
Uy is bypassed to interrupt the driver, and the CPU
7)" is designed to invalidate the drag cut-on control command that is issued by mistake. Even if the CPU malfunctions and loses its controllability, the non-creep is forcibly canceled and the vehicle continues to operate. It has the great advantage of being able to ensure that the vehicle is in a road-ready condition.

[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, 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, 3 is a block diagram showing the basic configuration 2 of a non-creep control device according to an embodiment of the present invention,
FIG. 4 is a flowchart showing the control flow in FX and cpσ, and FIG. 5 is an electrical wiring diagram showing a specific circuit configuration of the non-creep control device. 18... Solenoid valve for drag cut 30...
・Pilot needle 32... Solenoid 33... Input interface M... CPU 35... Driver 39... Bypass circuit EG... Engine TC
...Torque converter TM...Auxiliary transmission y・
・Differential device Self ~ 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...
Brake sensor procedure amendment date lθ month n 1980 Patent application No. 167869 2, Title of invention Non-creep control device 3 for automatic transmission system for vehicles, Person making the amendment Relationship to the case Patent applicant Tokyo 6-n-8-4, Jingumae, Shibuya-ku, Agent: Month, Day, 1948 (Delivery date: Month, Day, 1939) (1) Procedural amendment Commissioner of the Japan Patent Office Kazuo Wakasugi 1 Indication of case 1988 Patent application no. 167869 No. 2 Name of the invention Non-creep control device for automatic transmission system for vehicles Address 6-27-8 Jingumae, Shibuya-ku, Tokyo Name (Name)
(532) Honda Motor Co., Ltd. 4 Agent 〒231 8, Contents of the amendment' (1) The scope of claims in the specification is amended as follows. ``Claims: According to the sensor output signals sent from various sensors that detect the driving state of the vehicle, it is determined in step 7 whether or not the non-creep condition is satisfied, and the drag cut-on/off is controlled according to the determination result. In a device in which a command is given to a driver of a drag cut valve, an output signal of a throttle sensor that detects whether or not the engine throttle is in an idling state is bypassed and interrupted by the driver. , - A non-creep control device for an automatic transmission system for a vehicle, characterized in that it is provided with a means for invalidating a drag cut-on control command that is erroneously issued from a control m.'' (2) The following part of the specification rCP
Correct "UJ" to "control circuit" respectively. Page 2, line 20, page 3, line 2, page 10, page 12, line 20, page 3, line 2, page 15, line 8.14.1
Lines 5 and 17 (3) From page 9, page 9, line 19 to page 10, line 1 of the specification, delete the phrase ``cooling of the engine... after consideration.'' (4) On page 10, line 10, "engine" is corrected to "throttle," and on lines 16 to 19 of the same page, the words "engine is..." are deleted. (5) Page 11, lines 5 and 6, ``If the vehicle...
...Correct the expected J to "ta". (6) Page 13, lines 4 and 5, “(Input...
・Delete " (7) Among the drawings of this application, Figures 3 and 5 are corrected as shown in the attached sheet.

Claims (1)

[Claims] The CPH determines whether the non-creep condition is satisfied or not according to the sensor output signals sent from various sensors that detect the vehicle's driving state, and then issues control commands for drag cut on and off based on the determination result. The output signal of the throttle sensor that detects whether the engine is in an idle state or not is given to the driver of the Y drag cut valve. A non-creep control device for an automatic transmission system for a vehicle, characterized in that it is provided with means for invalidating a drag cut-on control command issued.