JPS6151699B2 - - Google Patents
Info
- Publication number
- JPS6151699B2 JPS6151699B2 JP56160875A JP16087581A JPS6151699B2 JP S6151699 B2 JPS6151699 B2 JP S6151699B2 JP 56160875 A JP56160875 A JP 56160875A JP 16087581 A JP16087581 A JP 16087581A JP S6151699 B2 JPS6151699 B2 JP S6151699B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- control circuit
- input
- pulse width
- cylinders
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 11
- 238000006243 chemical reaction Methods 0.000 claims description 5
- 239000003990 capacitor Substances 0.000 description 12
- 238000010586 diagram Methods 0.000 description 5
- 239000000446 fuel Substances 0.000 description 5
- 238000002347 injection Methods 0.000 description 5
- 239000007924 injection Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
Description
【発明の詳細な説明】
本発明は主に自動車において使用している自動
変速機の制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automatic transmission mainly used in automobiles.
従来のトルクコンバータ式自動変速機の１つの
制御装置としては、第１図に示すようなものが使
用されている。すなわちこれはエンジンの負荷を
検出するためにエンジンの吸気管負圧を利用する
ものである。第１図によりこれを具体的に説明す
ると、エンジンのインテークマニホールドＭに接
続したパイプＰにより吸気管負圧をダイヤフラム
Ｄに導き、この負圧の値に応じて作動するダイヤ
フラムＤによりバキユームスロツトルバルブＶを
制御して、スロツトル圧を制御するものである。 As one control device for a conventional torque converter type automatic transmission, one shown in FIG. 1 is used. That is, this uses the engine's intake pipe negative pressure to detect the engine load. To explain this in detail with reference to Fig. 1, negative pressure in the intake pipe is guided to the diaphragm D by a pipe P connected to the intake manifold M of the engine, and the vacuum throttle is controlled by the diaphragm D which operates according to the value of this negative pressure. The throttle pressure is controlled by controlling the valve V.
しかしながら従来のこの種制御装置は、気筒数
制御を行うエンジンには不適当であり、仮りにこ
れらのエンジンに使用したとすると、変速パター
ンが大きくみだされ、要求外にシフトダウンした
りする結果となる。 However, conventional control devices of this kind are unsuitable for engines that control the number of cylinders, and if used for these engines, the shift pattern would be greatly distorted, resulting in undesired downshifts. becomes.
その理由は、エンジンに気筒数制御方式を採用
すると、この吸気管負圧が従来のようにエンジン
負荷を代表しなくなるためである。 The reason for this is that when a cylinder number control method is adopted for an engine, this intake pipe negative pressure no longer represents the engine load as in the past.
本発明は上述の理由から、気筒数制御を行うエ
ンジンに適応する自動変速機の制御装置を提案す
るもので、気筒数制御を行う場合もそれに使用す
る電子制御燃料噴射装置（EGI）のパルス巾がエ
ンジン負荷に対応することに着目し、これらエン
ジンの電子制御燃料噴射装置のパルス巾を電気信
号として検出し、この電気信号によつて油圧制御
バルブを制御することを特徴とするもので、エン
ジン負荷に応じて自動変速機を適確に制御するこ
とを目的とするものである。 For the reasons mentioned above, the present invention proposes a control device for an automatic transmission that is adapted to an engine that controls the number of cylinders. This system is characterized by detecting the pulse width of the electronically controlled fuel injection device of these engines as an electrical signal, and controlling the hydraulic control valve using this electrical signal. The purpose is to accurately control the automatic transmission according to the load.
以下図により本発明の実施の態様を説明する。
図中５は電流制御回路、６はスロツトル圧を制御
するリニアソレノイドバルブで、６ａはそのスロ
ツトルバルブ、６ｂはライン圧の油路、６ｃはス
ロツトル圧の油路、６ｄはスロツトルバルブ６ａ
を操作する電動式アクチユエイターであるソレノ
イドである。EGI制御回路は吸入空気量を検知し
てパルスを発生しており、このパルス巾はエンジ
ン負荷に対応している。したがつて第２図に示す
実施例においては、EGI制御回路９が発生するパ
ルスをパルス巾−直流電圧変換回路１０に入力と
して導入し、この出力を電流制御回路５に入れて
電流に変換し、リニアソレノイドバルブ６を介し
て自動変速機のスロツトル圧を制御する。 Embodiments of the present invention will be explained below with reference to the drawings.
In the figure, 5 is a current control circuit, 6 is a linear solenoid valve that controls the throttle pressure, 6a is the throttle valve, 6b is a line pressure oil path, 6c is a throttle pressure oil path, and 6d is the throttle valve 6a.
This is a solenoid, which is an electric actuator that operates the The EGI control circuit detects the amount of intake air and generates a pulse, and the width of this pulse corresponds to the engine load. Therefore, in the embodiment shown in FIG. 2, the pulses generated by the EGI control circuit 9 are introduced as input into the pulse width-to-DC voltage conversion circuit 10, and the output thereof is input into the current control circuit 5 and converted into a current. , controls the throttle pressure of the automatic transmission via the linear solenoid valve 6.
次に電子制御燃料噴射式エンジンと気筒数制御
装置とを組み合せた場合における本発明制御装置
の実施例を第３図について説明する。 Next, an embodiment of the control device of the present invention in a case where an electronically controlled fuel injection type engine and a cylinder number control device are combined will be described with reference to FIG.
すなわちEGI制御回路９および気筒数制御回路
７の出力をそれぞれパルス巾−直流電圧変換回路
１０に導入し、さらにその出力を電流制御回路５
に入れて電流に変換し、リニアソレノイドバルブ
６を介して自動変速機のスロツトル圧を制御す
る。 That is, the outputs of the EGI control circuit 9 and the cylinder number control circuit 7 are respectively introduced into the pulse width-DC voltage conversion circuit 10, and the outputs are further introduced into the current control circuit 5.
It is converted into an electric current and used to control the throttle pressure of the automatic transmission via the linear solenoid valve 6.
例えば６気筒エンジンの気筒数を制御して３気
筒の燃料噴射をやめた場合、残りの３気筒で同じ
出力を発生させるために必要なエンジンの吸入空
気量は６気筒運転の場合のほぼ２倍となる。正確
には充填効率が上るためにエンジンの熱効率も良
くなるため２倍より若干少ない量でよい。したが
つてこの場合におけるエンジンの吸入空気量の検
出値には修正が必要であり、この修正は次のよう
に行えばよい。 For example, if you control the number of cylinders in a 6-cylinder engine and stop fuel injection in 3 cylinders, the amount of intake air required for the engine to generate the same output in the remaining 3 cylinders will be approximately twice that of a 6-cylinder operation. Become. To be more precise, the amount may be slightly less than twice that, since the thermal efficiency of the engine also improves due to the increased charging efficiency. Therefore, the detected value of the intake air amount of the engine in this case needs to be corrected, and this correction can be performed as follows.
すなわちｍ気筒エンジンでｎ気筒運転する場合
は、燃料噴射パルス巾をWpとし、補正パルス巾
をWp′とすると、Wp′＝ｎ／ｍWpとなる。 That is, when an m-cylinder engine is operated with n cylinders, when the fuel injection pulse width is Wp and the correction pulse width is Wp', Wp'=n/mWp.
第４図は第３図の点線で囲んだ部分の具体的な
回路例、第５図はタイムチヤートを示すものであ
る。この回路につき説明すると、入力端子Ａから
燃料噴射信号（パルス）が入つてくると、トラン
ジスタT1のコレクタ電圧は該入力パルスの反転
した電圧となり、さらに反転器I1の出力は反転し
た値となり該入力パルスと同じ波形のパルスとな
る。 FIG. 4 shows a specific circuit example of the portion surrounded by the dotted line in FIG. 3, and FIG. 5 shows a time chart. To explain this circuit, when a fuel injection signal (pulse) is input from the input terminal A, the collector voltage of the transistor T1 becomes the inverted voltage of the input pulse, and the output of the inverter I1 becomes the inverted value. The pulse has the same waveform as the input pulse.
反転器I1の出力が１となると、電子スイツチ
ES1は今まで断であつたのが接の状態になる。S1
〜S4は気筒数制御回路からの気筒数制御信号で６
気筒運転時はS1が１で、S2〜S4が０となり、５気
筒、４気筒、３気筒運転時はそれぞれS2，S3，S4
が１で、他が０となる。 When the output of the inverter I1 becomes 1, the electronic switch
ES 1 is now in a connected state, whereas it was previously in a disconnected state. S 1
~S 4 is the cylinder number control signal from the cylinder number control circuit.
During cylinder operation, S 1 is 1 and S 2 to S 4 are 0, and when operating with 5 cylinders, 4 cylinders, and 3 cylinders, S 2 , S 3 , and S 4 respectively.
is 1 and the others are 0.
今例えば６気筒エンジンで６気筒運転の時、気
筒数制御信号S1が１のため電子スイツチES3が接
となり、定電圧電源V+から抵抗R4，R8、電子ス
イツチES1を通つて接地され、抵抗R4とR8で分圧
された値が抵抗R9、オペアンプOP3、トランジス
タT3、抵抗R12で構成される定電流回路への入力
電圧となる。該定電流回路は入力電圧に応じて定
電圧電源V+から抵抗R12を通つてコンデンサC1に
流れ込む定流値を制御する。 For example, when a 6-cylinder engine is operated with 6 cylinders, the cylinder number control signal S 1 is 1, so the electronic switch ES 3 is connected, and the constant voltage power supply V + passes through the resistors R 4 , R 8 and the electronic switch ES 1 . It is grounded, and the voltage divided by resistors R 4 and R 8 becomes the input voltage to the constant current circuit composed of resistor R 9 , operational amplifier OP 3 , transistor T 3 , and resistor R 12 . The constant current circuit controls the constant current value flowing from the constant voltage power supply V + into the capacitor C 1 through the resistor R 12 according to the input voltage.
したがつて今入力端子Ａからパルス入力がある
と、コンデンサC1は一定の速度で充電してい
く。 Therefore, when a pulse is input from input terminal A, capacitor C1 charges at a constant rate.
オペアンプOP1は入力インピーダンスが非常に
高いものでコンデンサC1の電荷がオペアンプOP1
を通して放電する割合は非常に少なく無視できる
ものである。オペアンプOP1の出力はコンデンサ
C1と同じ電圧であり、この値は電子スイツチES2
が接となると瞬時にコンデンサC2に記憶され
る。オペアンプOP2もオペアンプOP1と同様のも
のでコンデンサC2と同じ電圧の出力を発生す
る。これがパルス巾に比例した直流電圧となる。 Op-amp OP 1 has a very high input impedance, and the charge on capacitor C 1 is transferred to op-amp OP 1.
The rate of discharge through is very small and can be ignored. The output of op amp OP 1 is a capacitor
C 1 is the same voltage and this value is the electronic switch ES 2
When it becomes connected, it is instantly stored in capacitor C2 . Op amp OP 2 is also similar to op amp OP 1 and generates an output of the same voltage as capacitor C 2 . This becomes a DC voltage proportional to the pulse width.
すなわちコンデンサC1は入力端子Ａから入る
パルスが１の時のみ充電を続けるため、コンデン
サC1の電圧はパルス巾に比例した値となる。入
力端子Ａから入るパルスが１から０となると電子
スイツチES1は断となり、トランジスタT3はオフ
となり充電は止まる。これと同様にモノマルチ
M1は一定パルス巾の出力を発し、この時に極め
て短い間１だけ電子スイツチES2を接としてコン
デンサC1の値をコンデンサC2に記憶させる。ま
たモノマルチM1の出力が立ち下ると、モノマル
チM2は一定パルス巾の出力を発生し、この時に
極めて短い間１だけトランジスタT2をオンとし
コンデンサC1が放電する。 That is, since the capacitor C 1 continues charging only when the pulse input from the input terminal A is 1, the voltage of the capacitor C 1 becomes a value proportional to the pulse width. When the pulse input from input terminal A changes from 1 to 0, electronic switch ES 1 is turned off, transistor T 3 is turned off, and charging stops. Similarly to this, monomulti
M 1 emits an output with a constant pulse width, and at this time the electronic switch ES 2 is connected for a very short period of time to store the value of the capacitor C 1 in the capacitor C 2 . Furthermore, when the output of the monomulti M 1 falls, the mono multi M 2 generates an output with a constant pulse width, and at this time, the transistor T 2 is turned on for an extremely short period of time, and the capacitor C 1 is discharged.
抵抗R4，R5，R6，R7，R8の各抵抗値の関係
は、６気筒エンジンの場合下記のように定めれば
よい。 The relationship between the resistance values of resistances R 4 , R 5 , R 6 , R 7 , and R 8 may be determined as follows in the case of a 6-cylinder engine.
１−Ｒ８／Ｒ４＋Ｒ８＝６／５（１−Ｒ８／Ｒ５＋Ｒ８
）
＝６／４（１−Ｒ８／Ｒ６＋Ｒ８）
＝６／３（１−Ｒ８／Ｒ７＋Ｒ８）
すなわち例えば３気筒運転時は先に説明したよ
うに、６気筒運転時に換算するとパルス巾は半分
になるため、コンデンサC1を充電する速度を半
分にすればよい。1- R8 / R4 + R8 =6/5(1- R8 / R5 + R8
) = 6/4 (1-R 8 /R 6 +R 8 ) = 6/3 (1-R 8 /R 7 +R 8 ) That is, for example, when operating with 3 cylinders, as explained earlier, when operating with 6 cylinders, convert Then, the pulse width is halved, so the rate at which capacitor C1 is charged can be halved.
第６図ａ，ｂは第２図および第３図における電
流制御回路５の詳細を示すもので、ＶINには先の
第４図のＶOUTが入るものとする。図中６ｄは前
記リニアソレノイドバルブ６のソレノイドであ
る。 FIGS. 6a and 6b show details of the current control circuit 5 in FIGS. 2 and 3, and it is assumed that V IN is equal to V OUT in FIG. 4. In the figure, 6d is a solenoid of the linear solenoid valve 6.
第６図ａは簡易タイプでＶINへの入力電圧にほ
ぼ比例してソレノイド電流が変化する。なおこれ
は温度によつて多少変動する。 Figure 6a shows a simple type in which the solenoid current changes approximately in proportion to the input voltage to VIN . Note that this varies somewhat depending on the temperature.
第６図ｂはＶINへの入力電圧に正確に比例した
ソレノイド電流を得るものである。 FIG. 6b provides a solenoid current that is exactly proportional to the input voltage to V IN .
以上述べた実施例は、自動変速機の油圧制御回
路中のスロツトル圧を制御するものについて説明
したが、本発明はスロツトル圧の制御のみに限定
されるものではない。 Although the embodiments described above have been described for controlling the throttle pressure in the hydraulic control circuit of an automatic transmission, the present invention is not limited to only controlling the throttle pressure.
上述のように本発明によれば気筒数制御を行う
エンジンに対しても、エンジンの負荷状態を正確
に検出できるから、本発明はこの種エンジンの自
動変速機の制御を適確に行うことができるという
すぐれた効果がある。 As described above, according to the present invention, the load condition of the engine can be accurately detected even for an engine that controls the number of cylinders, so the present invention can accurately control the automatic transmission of this type of engine. It has an excellent effect.
第１図はエンジンの吸気管負圧を検出して油圧
制御を行う従来の自動変速機の制御装置の要部を
示す断面図、第２図は本発明装置の一実施例を示
す系統図、第３図は他の実施例を示す系統図、第
４図は第３図の点線で囲んだ部分の具体的な電気
回路図、第５図はそのタイムチヤート、第６図
ａ，ｂは電流制御回路の詳細図である。
５……電流制御回路、６……リニアソレノイド
バルブ、６ａ……スロツトルバルブ、６ｄ……ソ
レノイド、７……気筒数制御回路、８……演算
器、９……EGI制御回路、１０……パルス巾−直
流電圧変換回路。
FIG. 1 is a sectional view showing the main parts of a conventional automatic transmission control device that detects negative pressure in the engine intake pipe and performs hydraulic control; FIG. 2 is a system diagram showing an embodiment of the device of the present invention; Fig. 3 is a system diagram showing another embodiment, Fig. 4 is a specific electric circuit diagram of the part surrounded by the dotted line in Fig. 3, Fig. 5 is its time chart, and Fig. 6 a and b are current diagrams. FIG. 3 is a detailed diagram of the control circuit. 5... Current control circuit, 6... Linear solenoid valve, 6a... Throttle valve, 6d... Solenoid, 7... Number of cylinders control circuit, 8... Arithmetic unit, 9... EGI control circuit, 10... Pulse width-DC voltage conversion circuit.
Claims (1)
をパルス巾−直流電圧変換回路１０に入力として
導入し、この出力を電流制御回路５に入れて電流
に変換し、この出力を油圧制御バルブ６に導入し
てエンジン負荷に対応した油圧を発生させるよう
にした事を特徴とする自動変速機の制御装置。 ２ エンジンのEGI制御回路９および気筒数制御
回路７の出力をそれぞれパルス巾−直流電圧変換
回路１０に導入するようにした特許請求の範囲第
１項記載の自動変速機の制御装置。[Claims] 1. Pulses generated by the EGI control circuit 9 of the engine are introduced as input into a pulse width-to-DC voltage conversion circuit 10, and this output is input into a current control circuit 5 to be converted into a current. A control device for an automatic transmission characterized in that the hydraulic pressure is introduced into a hydraulic control valve 6 to generate hydraulic pressure corresponding to the engine load. 2. The automatic transmission control device according to claim 1, wherein the outputs of the EGI control circuit 9 and the cylinder number control circuit 7 of the engine are respectively introduced into the pulse width-DC voltage conversion circuit 10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56160875A JPS57107457A (en) | 1981-10-12 | 1981-10-12 | Control device of automatic speed change gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56160875A JPS57107457A (en) | 1981-10-12 | 1981-10-12 | Control device of automatic speed change gear |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP53077A Division JPS5385263A (en) | 1977-01-06 | 1977-01-06 | Automatia transimssion control apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57107457A JPS57107457A (en) | 1982-07-03 |
| JPS6151699B2 true JPS6151699B2 (en) | 1986-11-10 |
Family
ID=15724253
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56160875A Granted JPS57107457A (en) | 1981-10-12 | 1981-10-12 | Control device of automatic speed change gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57107457A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60168944A (en) * | 1984-02-09 | 1985-09-02 | Honda Motor Co Ltd | Creep prevention device for car provided with automatic speed changer |
-
1981
- 1981-10-12 JP JP56160875A patent/JPS57107457A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57107457A (en) | 1982-07-03 |
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