JPS6060354A - Non-creep control device of automatic speed change system for car - Google Patents

Abstract

PURPOSE:To stabilize non-creep operation by delaying the time for judging the conclusion of a non-creep condition with a timer. CONSTITUTION:The time for judging the conclusion of a non-creep condition by CPU34 is delayed by fixed time by a timer disposed in the interior of CPU. Thus, even if a car is in the state of stopping with a shift lever put at D-position, non-creep is not conducted until a time set by the timer passes, and any motion is not caused by an irregular stepping operation of an acceleration pedal during that time to stabilize non-creep operation.

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

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

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.

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

The torque converter TC consists of a pump impeller 2 connected to a crankshaft l, 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 l 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 includes a drive gear 8 connected to an input shaft 5 via a clutch C 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 includes a drive gear 12 connected to the input shaft 5, and a drive gear 1 connected to the 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 the drive gear 8 is connected to the input shaft 5, a speed ratio is established by the first gear train HC, and this gear train Ti
Torque is transmitted from the input shaft 5 to the output shaft 6 via the input shaft 5. Next, with clutch cl still connected, clutch C2'
When the IR 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 H, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train H. In the meantime, the first. 2nd speed gear train 1. Due to the difference in the gear ratio of II, the output shaft 6 rotates at a higher speed than the driven gear 9 of the first gear train l, so the one-way clutch CO idles and virtually rotates the first gear train II. make it stop Furthermore, when clutch C1 is in the connected state, when clutch C2 is disengaged and clutch C3 is engaged, driven gear 13 is connected to output shaft 6, and the speed ratio of the third speed gear train ■ is established, and this gear train l is Torque is transmitted from the input shaft 5 to the output shaft 6 via the input shaft 5 as well. 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 1 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 C1, C2, and C3 at .

An example of the configuration of a hydraulic system for controlling tripping 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 receives the hydraulic pressure based on the vehicle speed signal SSI and the throttle opening signal SS2. Each clutch C1, according to a preset shift pattern
c2. 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 connected to the clutch C1 of the transmission control device TMC 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 excited during non-creep, the pilot needle 30 is sucked inward against the spring 31 to open the orifice 27, thereby opening the upper oil The 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 completely passes through the orifice 24 to the upper oil chamber 2.
A part of the pressure oil sent into the interior of the hydraulic fluid 1 is allowed to escape from the orifice 27 to the throughflow path 20. At that time, the pressure oil sent into the lower oil chamber 22 through the oil passage 17 and the orifice 25 causes the spool valve 19 to release its return spring 23.
The boat 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 flow of the spool valve 19 is effectively regulated by the throttling resistance of the orifice 25, and the pressure inside the clutch C1 is controlled extremely stably.The set value of the oil pressure inside the clutch C1 at this time is 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 the clutch C1, and the clutch CI is placed in a state where there is almost no engagement force, so the creep phenomenon of the vehicle is effectively suppressed. (7) Furthermore, 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 and closes the orifice 27, causing pressure oil to flow from the upper oil chamber 21. In order to stop the escape, the spool valve] 9 is the return spring 23 due to the damping effect by the OIJ filter 24.25.
The boat began to descend slowly with the return force of
As the clutch Ci closes, the hydraulic pressure inside the clutch Ci slowly rises, and after a certain period of time the clutch is in a half-clutch state, the clutch engagement state is restored.

Fig. 3 shows a control system for energizing and deenergizing the solenoid 32 in the solenoid pulp 18 for drag cut, and a tank leaf control device for controlling the energization and deenergization according to the driving condition of the vehicle. shift position sensor 81. A water temperature sensor S2 detects whether the temperature of the engine cooling water has reached a certain level.A vehicle speed sensor S3 detects the running speed of the vehicle.
A throttle sensor 84 that detects whether the throttle is in the idle position. Rotation sensor 85 that detects the entire engine rotation speed (8). Each sensor output signal from the brake sensor S6, which detects whether the brake is in an operating state, is read through the input interface 33, a logical judgment is made as to whether the non-creep condition is satisfied, and the judgment result is A CPU 34 outputs a control command to turn on and off the drag cut in response to the control command, and a solenoid pulp 18 for drag cut in response to the control command issued from the CPU 34.
and a driver 35 for deenergizing and energizing the solenoid 32 as appropriate.

With this configuration, the CPU 34 determines that the shift lever is in the D position and that the temperature of the engine cooling water is constant according to the sensor output signals sent from each sensor S1 to S6. The vehicle speed must be higher than the temperature (e.g. 65C), the vehicle speed must be lower than a preset vehicle speed (e.g. sKm/H), the engine must be in an idle state, and the engine speed must be preset. rotation speed (e.g. 800/1400 rpm)
It is determined that non-creep is established when these conditions are met, after confirming that the vehicle is lower than A drag cut-on control command is given to the driver 35, and when even one of these conditions is lacking, it is determined that non-creep is not established and a drag cut-off control command is given to the driver 35. The temperature of the engine coolant is taken into account here because it is assumed that the choke function works when the engine is cooled and the engine's idle speed increases, and that the temperature of the engine coolant is below a certain level. When this happens, the drag cut function is stopped. Further, the preset rotation speed is, for example, 800.
The setting is made while changing the speed between rpm and 1400 rpm with a hysteresis characteristic.

This, in conjunction with the throttle sensor S4, doubles to detect whether the engine is in the idle link state (71) or not, and also causes the engine's idle speed to exceed the set speed due to the first idle link at the time of a hot restart of the engine. This is designed to stop the drag cut function when the height is high.

The present invention resides in such a non-creep control device,
In particular, when the accelerator is pressed irregularly even when the vehicle is stopped, the throttle sensor S4 detects an idle state.
Considering the case where non-detection occurs repeatedly in a short period of time, C
A timer installed inside the CPU determines when the PU 34 determines whether the non-creep condition is satisfied for a certain period of time (
I try to take measures to delay the process (for example, by a few seconds).

Therefore, even if the vehicle is stopped until the shift lever is placed in the D position, non-creep will not occur until the time set by the timer has elapsed.
During this period, no response is made to irregular depression operations of the accelerator, thereby effectively stabilizing the non-creep operation.

If we use a timer to delay the timing of determining whether or not the non-creep condition is satisfied, if the shift lever is moved from the N position to the D position while the vehicle is stopped, , even if the non-creep condition is met, the timing of its operation is delayed ((1) the shock of clutch C1 engagement during auxiliary shift 4HTyr occurs, causing inconvenience in terms of wear of clutch C1 and riding comfort. become.

Therefore, in the present invention, when the CPU 34 finally detects that the shift lever is placed in the D position among the conditions for establishing non-creep, the CP
A means is taken to cancel the timer function in U34 and immediately give a control opening command for drag cut-on to the driver 35.

Therefore, when the non-creep condition is established by moving the shift lever to the D position while the vehicle is stopped, the tongue 2l1-1 is immediately activated to eliminate the shock of clutch C1 engagement. become able to.

In addition, if a timer is used to delay the timing of determining whether or not the non-creep condition is satisfied, the non-creep condition will be satisfied when the vehicle is suddenly braked and brought to a stop (+h). Therefore, the rotation of the engine at that time is transmitted to the auxiliary transmission TMK, vibrating the vehicle body, making the ride uncomfortable, and accelerating wear on the clutch C1.

Therefore, in the present invention, when it is finally detected in the CPU 34 that the vehicle speed has become below a certain level among the conditions for establishing non-creep, the CPU 34
The timer function is canceled and a control command for drag cut-on is immediately given to the driver 35.

Therefore, when the non-creep condition is established due to sudden braking, the non-creep function is activated immediately and the engine rotation is changed to the auxiliary transmission T.
By preventing the vibration from being transmitted to M, it is possible to effectively suppress vehicle body vibration and wear of the clutch C1.

FIG. 4 shows a specific example of the circuit configuration of the non-creep control device. Here, 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 shift lever is moved to the D position. The throttle sensor S4 has a switch that closes the contact when the cooling water is above a certain temperature Ts, the throttle sensor S4 has a switch that closes the contact when the accelerator pedal is depressed, and the brake sensor S6 has a switch that closes the contact when the brake pedal is depressed. Sometimes a switch is used to close the contacts. In addition, as the vehicle speed sensor S3, for example, a reed relay RY whose contacts turn on and off according to the rotation of a permanent magnet MG attached to a speedometer cable is used.
Ignition coil I from igniter IG as rotation sensor s5
Each device is used to pick up the ignition signal sent to the primary side of the GC, and the CPU 34T/C counts the number of pulse signals sent from each sensor 83, 85 for a certain period of time to determine the vehicle speed and engine rotation. I am trying to detect the number. Further, the input interface 33 is configured to waveform-shape the output signal of each sensor and then provide the processed signal to the CPU 34.

In the figure, numeral 36 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, 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. In addition, the middle part of the figure shows C when the power is turned on.
In the non-creep control device for the automatic transmission system for a vehicle according to the present invention, the reset circuit of the P U 34 is 0 or more, and in response to the sensor output signal sent from various sensors for detecting the driving state of the vehicle, In a device in which the CPU determines whether or not the non-creep condition is satisfied, and the control command for drag cut on/off is given to the drag cut pulp driver according to the determination result, the timing of determining whether or not the non-creep condition is satisfied is determined. A timer is used to delay the shift, and among the conditions for establishing non-creep, when it is last detected that the shift (15) lever has been placed in the D position or that the vehicle speed has fallen below the set value. The present invention has a method for canceling the timer function, and has the excellent advantage of being able to carry out optimal non-creep control according to the driving condition of the vehicle.

[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 an electrical wiring diagram showing a specific circuit configuration of the non-creep control device. 18... Solenoid valve for drag cut 3o...
・Pilot needle 32-... Solenoid 33... Input ink face 34... CPU 35... Driver 39... Bypass circuit EG... Engine T
C... Dorkuco (+7) +++ (16) Converter TM... Auxiliary transmission DF... Differential device C1-C3... Clutch TMC... Hydraulic control device S1... Shift position sensor s2. ...Water temperature sensor S3...Vehicle speed sensor S4...Throttle sensor S5...Rotation sensor s6...Brake sensor Applicant's agent Kiyoshi Torii (18) Procedural amendment 1981 lθ month submission date Patent Office Director Kazuo Wakasugi 2, Title of the invention: Non-creep control device for automatic transmission system for vehicles 3, Relationship with the person making the amendment Patent applicant: 6-n-8-4 Jingumae, Shibuya-ku, Tokyo, Agent Showa Year, month, day (Shipping date: Showa, month, day) (1) Procedural amendment Commissioner of the Japan Patent Office Kazuo Wakasugi 1 Indication of the case 1982 Patent Order No. 167870 2 Name of the invention Non-creep automatic transmission system for vehicles Control device 3 Relationship with the case of the person making the amendment Patent applicant address 6-27-8 Jingumae, Shibuya-ku, Tokyo Name (
(532) Honda Motor Co., Ltd. 4 Agent
231 1-8, Contents of amendment (1) The scope of claims in the specification is amended as follows. ``Claim 1: In accordance with sensor output signals sent from various sensors that detect the driving state of the vehicle, it is determined whether or not a non-creep condition is satisfied in I'1llJljl, and the drag cut is turned on according to the determination result. A non-creep automatic transmission system for a vehicle is characterized in that an off control command is given to a driver of a drag cut valve, and a timer is used to delay the timing of determining whether or not a non-creep condition is satisfied. Control device. 2. In accordance with sensor output signals sent from various sensors that detect the driving state of the vehicle, it is determined whether or not a non-creep condition is satisfied in one downstroke, and according to the determination result, drag cut-on, In the device in which the OFF control command can be sent to the driver of the drag cut valve, there is a means for delaying the judgment timing of whether or not the non-creep condition is satisfied using a timer, and a means for delaying the judgment timing of whether or not the non-creep condition is satisfied, and that the shift lever is set among the conditions for establishing the non-creep condition. A non-creep control device for an automatic transmission system for a vehicle, comprising means for canceling the timer function when it is last detected that the drive is in the drive D position. 3. Operating status of the vehicle. According to sensor output signals sent from various sensors that detect In the system that is given to the driver of the drag cut valve, there is a timer that delays the timing of determining whether or not the non-creep condition is satisfied, and a timer that determines whether the vehicle speed has fallen below the set value among the conditions for establishing the non-creep condition. A non-creep control device for a vehicle automatic transmission system, characterized in that a non-creep control device for a vehicle automatic transmission system is provided with means for canceling the timer function when the timer function is last detected.""controlcircuit". Page 3, line 20, page 16, line 14 (3) In page 10, line 17 of the specification, "engine" is corrected to "throttle". (4) Page 11, line 1 to The third line says, “The vehicle...
・Delete the words ``Korode'' and delete the words ``Nao... desu.'' from line 7 to page 12, line 3. (5) Page 13, lines 6 and 7, [Shima...
・Delete the text that says, (6) On page 14, line 6 of the same page, the phrase “promote...” was deleted, and on lines 18 and 19 of the same page, “and...
・Delete the text "Abrasion". (7) On page 15, line 13, "relay" is corrected to "switch." (8) Correct box 4 in the drawing as shown in the attached sheet.

Claims (1)

[Claims] 1. The CPU determines whether or not a non-creep condition is satisfied in accordance with sensor output signals sent from various sensors that detect the driving state of the vehicle, and the drag cut is turned on according to the determination result. A non-creep control for an automatic transmission system for a vehicle, characterized in that an off control command is given to a driver of a drag cut valve, and a means is provided to delay the timing of determining whether or not a non-creep condition is satisfied using a timer. Device. 2. Depending on the sensor output signals sent from various sensors that detect the driving state of the vehicle, the CPU determines whether or not a non-creep condition is satisfied, and the drag is cut on according to the determination result. In the device in which an off control command is given to the drag cutting pulp driver, there is provided a means for delaying the timing of determining whether or not the non-creep condition is satisfied using a timer, and a means for delaying the determination timing of whether or not the non-creep condition is satisfied, and when the shift lever is set to the drive D among the conditions for establishing the non-creep condition. 1. A non-creep control device for an automatic transmission system for a vehicle, comprising means for canceling the timer function when it is finally detected that the vehicle is in the position. 3. Depending on the sensor output signals sent from various sensors that detect the driving state of the vehicle, the CPU determines whether or not a non-creep condition is satisfied, and the drag cut is turned on according to the determination result. In a device in which an off control command is given to a driver of a drag cut valve, there is a means for delaying the determination timing of whether or not a non-creep condition is satisfied using a timer, and a means for delaying the judgment timing of whether or not a non-creep condition is satisfied, and a means for delaying the determination timing of whether or not a non-creep condition is satisfied, and a means for delaying the judgment timing of whether or not a non-creep condition is satisfied, and a means for delaying the judgment timing of whether or not a non-creep condition is satisfied, and a means for determining whether the vehicle speed is less than a set value among the conditions for establishing a non-creep condition. 1. A non-creep control device for an automatic transmission system for a vehicle, comprising means for canceling the timer function when the timer function is last detected.