JPS608552A - Operation control method of car with automatic speed changer - Google Patents

Abstract

PURPOSE:To prevent the blow-up of an engine and reduce shocks of a drive system by operating a throttle valve driving means so as to close a throttle valve by a predetermined angle based on a speed change signal, then operating it in the direction to further close the throttle valve, and also cutting off a clutch. CONSTITUTION:The control unit of an automatic speed changer outputs a speed change signal to obtain a speed change stage in response to the accelerator depression quantity and car speed from an electronic control unit 10 based on signals from an accelerator sensor 1 and a car speed sensor 5, and throttle valve, clutch, and speed change actuators 6-8 are operated based on this speed change signal. In this case, when a speed change signal from the first speed to the second speed is generated, for example, the actuator 6 is controlled so as to close the throttle valve by a predetermined angle before the clutch is cut off. Next, after confirming this operation, the actuator 6 is operated in the direction to further close the throttle valve, and the actuator 7 is operated to cut off the clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a driving control method for a vehicle equipped with an automatic transmission that uses an electronic control device to automatically change gears according to the vehicle speed and the amount of depression of the accelerator pedal. This is related to f.

In such vehicles with automatic transmissions, in order to smoothly operate the synchronization mechanism during gear shifting, it is necessary to disengage the clutch during gear shifting operations, so the clutch is automatically disengaged based on a signal from the electronic control unit. A clutch actuator is provided so that the engaged state of the clutch can be controlled, and the clutch is controlled to be in the 11!1 state during urgent maneuvers.

On the other hand, in this coffin vehicle, the driver generally continues to depress the accelerator pedal even while changing gears, so it is necessary to prevent the engine from racing when the clutch is disengaged. For this purpose, a throttle actuator is provided which controls the throttle valve or the control lever of the fuel injection pump by an m-control device. The throttle valve or control lever is controlled by operating the torque actuator, but when changing gears, the signal from the accelerator pedal and 1ti+A L are used to close the throttle valve (in the case of a fuel injection pump, move the control lever in the direction of fuel reduction). ) has mJ6R. The closing of the throttle valve or the control of the control lever in the fuel decreasing direction and the clutch disengagement control should normally be performed simultaneously based on the speed change No. 18 from the electronic control device. When using fluid pressure such as oil pressure for the clutch actuator, comparing its operating speed, the latter crawls much faster than the former moss.If you try to operate it simultaneously as a control command,
When the clutch is disengaged, the engine has not responded yet, and the engine load suddenly drops when transmitting high torque, especially when driving in low gears, causing the problem of the engine revving up, as well as a sudden drop in driving torque. This is the cause of shock due to the reversal effect of the round torque of the drive system.

Furthermore, the operation type that closes the throttle valve prior to the clutch disengagement operation has a problem in that when the control lever is operated in the fuel reduction direction, sudden engine braking occurs and the driving feeling is noticeably deteriorated.

The present invention aims to improve these problems, and its purpose is to prevent the engine from racing due to a delay in the operation of the throttle actuator, and to prevent the generation of reverse torque in the drive system when the clutch is disengaged. An object of the present invention is to provide a method for controlling the operation of a vehicle equipped with an automatic transmission, which can be made smaller.

Hereinafter, the present invention will be specifically explained based on illustrated embodiments.

Figure 1' shows the entire automatic transmission control system. In the figure, 1 is an accelerator sensor, 2 is a shift lever position sensor, 6 is an engine coolant temperature sensor, 4 is an engine rotation sensor, and 5 is a vehicle speed sensor. 6 is a throttle actuator consisting of a step motor; 7 is a clutch actuator; 8 is a shift actuator; 9 is a drive operation layer shift lever; 110 is an electronic control unit ff;
1 is the accelerator pedal, E is the engine, C is the clutch, M
is the transmission.

The accelerator sensor 1 generates a voltage proportional to the amount of depression of the accelerator pedal 11, and uses a potentiometer.

Shift lever position sensor 2 indicates that shift lever 9 is 1.
- This indicates the position when the gear is in 5th gear, reverse, or neutral, and can be determined directly by an on/off switch or by a combination thereof.

The engine coolant temperature sensor 6 converts the temperature into an electrical signal, and uses a Yamistar whose resistance changes linearly with humidity.

The vehicle 4 sensor 5 and the engine rotation sensor 4 are configured as a tachometer generator or a pulse encoder, and generate an analog voltage or pulse frequency signal corresponding to the engine rotation speed.

The electronic control device 10 is composed of a microcomputer, and controls the accelerator sensor 1,
Shift lever position sensor 2 - engine coolant temperature sensor 3, engine rotation sensor 4, and vehicle speed sensor 5
A read-only memo 1J10a stores data such as a sequence program for controlling each operation of the throttle actuator 6, clutch actuator 7, and shift actuator 8, as well as automatic shift line pattern and other data based on input signals from the above. , a reading that stores calculation results, input data, etc./'r! The data memory 10b, input/output interface circuit 10c, and control program are described below.1. The memory 10d that performs calculations and other operations under the control of the control program and sequence program! It has a process 11s10e for processing the accompanying data.

In this way, automatic transmission control θ]1 device? At J, based on the r= signal from the accelerator sensor 1 and the garage sensor 5, the electronic control unit 10 issues a shift signal as appropriate to the gear position corresponding to the amount of depression of the accelerator pedal 11 and the vehicle speed. Based on this shift signal, the throttle actuator 6, the clutch actuator 7, and the shift actuator 8 are operated, respectively, and the engine yE is activated.

Clutch C and gear shift 4% M are controlled.

Figures 2 and 6 show the vehicle speed, throttle engine, clutch, etc. operating states during a shift from 1st to 2nd gear.
17 [1at.

The conventional control method uses an electronic control device 10 as shown in FIG.
Based on the shift signal from the engine, the throttle is actuated in the closing direction and the clutch is actuated in the disengaging direction. However, as described above, when the throttle actuator using a step motor has a higher operating speed than the clutch actuator using fluid pressure, the throttle is still not close to being fully closed. As a result, the engine rotation E1 increases from the point O11 when the clutch is disengaged, causing a so-called engine speed F, and a shock is generated in the drive system due to the reversal effect of torsional torque due to the sudden decrease in drive torque due to the clutch disengagement.

On the other hand, according to the present invention, the throttle actuator is operated to close the throttle by two opening degrees from the first speed, as shown in FIG. Next, when this operation is confirmed or after a predetermined period of time has elapsed, the throttle is further operated in the closing direction, and the clutch actuator is operated to perform the operation from engagement to disengagement.

By operating in this way, when the clutch actuator operates, the throttle is closed to a predetermined opening, so that the engine does not rev up completely as shown in the conventional control shown in FIG. As shown, the rotation decreases smoothly. Therefore, it is also possible to prevent a shock to the drive system caused by the clutch being disengaged first.

[Brief explanation of the drawing]

FIG. 1 shows a control device 4 for an automatic transmission. FIG. 2 shows the operating conditions of the vehicle speed, throttle, engine, clutch, etc. during a conventional shift from first gear to second gear. FIG. 3 shows the operating states of the vehicle speed, throttle, engine, clutch, etc. during a shift from first speed to second speed according to the present invention. 1... Accelerator sensor, 2... Shift lever positive control sensor, 3... Engine coolant water temperature sensor, 4
...Engine rotation sensor, 5...Vehicle speed sensor, 6
... Throttle actuator, 7... Clutch actuator, 8... Speed change actuator, 10.
・・Gushi drawing control system ffff1゜＠ it' Applicant Isu〈Jichokusha Co., Ltd. Agent
Patent attorney Tsuji Togai 1 person 2nd YA (cL) (cl) Figure 3 (0-)

Claims (1)

[Claims] In an automatic transmission equipped with an electronic control device that issues a shift signal based on the amount of depression of the accelerator pedal and a vehicle speed signal, the throttle is first closed by seven positions based on the shift signal from the electronic control device. The throttle actuator is operated, and after the operation is completed, the clutch actuator is operated to close the throttle and operate the clutch from engagement to disengagement.
A method for controlling the operation of an automatic transmission mounted on a transmission line.