JPS619345A - Starting control device in automatic transmission car - Google Patents

Abstract

PURPOSE:To prevent a braking device from functioning erroneously in the case that a car braking device is automatically functioning under the specified condition by allowing a brake action to be released automatically when the accelerating pedal is pressed by a driver. CONSTITUTION:A car braking device is allowed to operate automatically under the specified condition, but it is designed to be automatically released by pressing an acceleration pedal on the part of a driver. For example, when a car is running on a snowy road, the wheel is locked by applying an emergency braking action. Even if the speed of ''zero'' is erroneously indicated, change in the speed will be more than the specified value (more than change in the speed for a normal braking action). And even if the engine rotates at more than the specified number of revolutions while no acceleration pedal is pressed, and even if the automatic transmission is engaged in a range of travelling, each solenoid 50 and 70 of No.1 electro-magnetic selector valve 5 and 7 is not magnetized, and the braking device A does not function automatically.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a start control device for a so-called automatic vehicle equipped with an automatic transmission having a torque converter.

(Problems to be Solved by the Invention) Generally, in this type of automatic vehicle, when the shift lever is shifted from the neutral range to the drive range after the engine starts, the torque converter transmits torque and the vehicle shifts without pressing the accelerator. A so-called creep phenomenon occurs where the engine starts to move on its own, but especially when the engine speed is high due to warm-up operation in winter, the creep phenomenon becomes excessive and it is difficult to start smoothly according to the driver's intention. This problem occurs.

Therefore, in order to solve the above problems, the applicant has developed a range detection element that detects the shift range to the automatic transmission, a rotation speed detection element that detects the engine rotation speed, and a vehicle speed detection element that detects the vehicle speed. and an accelerator detection element that detects the accelerator opening degree, and a brake control unit that is connected to the braking device of the vehicle and outputs based on input signals from each of the detection elements. As mentioned above, we have developed a start control device fj< for J-Tomatic cars that operates the vehicle's braking device F'7 when the accelerator is below a predetermined opening and the automatic transmission is shifted to the driving range. Yes (Special @ Showa 58-2
888B6).

However, with the above device, if the wheels are temporarily locked and the vehicle speed is detected as 0 / h when the brakes are applied suddenly while driving in calligraphy, depending on the case, the O1110 value may be changed. It is conceivable that the control device may inadvertently cause the braking device to perform a braking operation.

(Means for solving the problem of slow speed) The present invention was developed in view of the above-mentioned circumstances. Normally, when a temporary wheel lock phenomenon occurs during driving, the degree of change in vehicle speed is normal. Focusing on the fact that this is larger than that during braking, we developed a range detection element that detects the shift range of the automatic transmission, a rotation speed detection element that detects the engine rotation speed, and a vehicle speed detection element that detects the vehicle speed. , an accelerator opening detection element that detects the accelerator opening, and based on input signals from these detection elements, the vehicle speed is zero, the vehicle speed change rate is below a predetermined value, the engine is at a predetermined rotation speed or more, and the acrylic opening is a predetermined opening. The automatic transmission is equipped with a brake control unit that operates the vehicle's braking system when the vehicle's transmission is shifted to the driving range when the vehicle's automatic transmission is shifted to the driving range. When the vehicle is shifted to the driving range, the vehicle's braking system is automatically applied, and when the driver steps on the accelerator from this state,
The brake is automatically released to enable a smooth start according to the driver's intention, and at the same time, the brake system can prevent the brake system from malfunctioning if the wheels temporarily lock while driving. This was done to ensure that this was not the case.

(Example) Examples of the present invention will be described below based on the drawings.
No. □ The start control device shown in Fig. 1 is basically a braking system of a vehicle equipped with a brake booster (1) [(A) and a booster piston (11) via an operating member (15) to be described later. Communication path (1la) between constant pressure room (P1) and variable pressure room (P2)
), a first operating device (B2) that closes a control valve (1B) that opens and closes the control valve (1B), and the first operating device (B1)
After the communication path (lla) is closed by
2) a second operating device (8) for switching to atmospheric air, and four types of detection elements (S2) for detecting various states of the vehicle as described later.
(S, ), (S, ), (S, ) and this detection element (S.

It consists of a brake control unit (C) equipped with a computer that controls the first and second operating devices (B2) and (B2) based on input signals from ) to (\).

The braking device (A) interlocks and connects a brake mask cylinder (20) to a brake pedal (2) provided in the vehicle interior via a brake booster (1), which will be described later, and extends from the mask cylinder (20). Brake (22) formed by incorporating a brake tube (21) into the wheel
Connect to the foil cylinder (2B) of the pedal (2)
By pressing the button, the brake fluid pressurized by the piston of the mask cylinder (20) is supplied to the foil cylinder (2B) via the 0f1 brake gaster (1), and the brake fluid is collected to operate the brake (22). are doing.

Next, the structure of the brake booster (1) shown in FIG. 2 will be explained. (11) A brake booster (11) is movably incorporated into the welfare booster body (10) via a diaphragm (12). The piston (11) and the diaphragm (12) partition the interior of the booth body (lO) into a constant pressure chamber (P, ) and a variable pressure chamber (P2), and the constant pressure chamber (P.

) is connected to a negative pressure passage (80) extending from the intake pipe (8), and the goosetaviston (11) is connected to a communication passage (lla) connecting the constant pressure chamber (P2) and the variable pressure chamber (P, ).
) and a cylindrical portion (ll) extending toward the brake pedal (2) side.
b), and within this cylindrical portion (llb), the communication passage (llb) is formed.
A control pulp (1B) for controlling the opening and closing of lla) is attached via a holding fi (18a).

(14) is disposed within the cylindrical portion (18a). The brake pedal (2) is connected to one end of the rod (14), and the air pulp (14a) for opening the variable pressure chamber (P2) to the atmosphere is connected to the other end.

The bush rod (14) marked #rI has a cylindrical shape, one end of which abuts against the control pulp (1B), and the other end abuts against an air cleaner element (IBb) provided at the open end of the cylindrical portion (18a). A return spring (15a) into which an operating member (15) is loosely inserted, and which urges the operating member (15) toward the element (18b) between the operating member (15) and the holding cylinder (18a). is interposed between the control pulp (1B) and the control pulp (1B).
) is interposed on the air pulp (14a) side with a cell control pulp string (15b).

Further, (16) has one end connected to the booster piston (11),
These are piston rods whose other ends are respectively connected to the pistons of the mask cylinder (20).

Therefore, in the second brake booster (1), when the brake pedal (2) is not depressed, the control pulse 7' (1B) is connected to the control valve spring (1B).
Since the air pulp (15b) is in contact with the air pulp (14a), the air that has passed through the air cleaner (18b) is blocked by the air pulp (14a) and enters the variable pressure chamber (P, ). On the other hand, the control pulp (1B) is air pal 7.
'(14a) pushes the communication path (Ila) □
As it opens, the negative pressure introduced into the constant pressure chamber (P1) also acts on the variable pressure chamber (P2), so that the goosetaviston (
11) is pressed toward the right in FIG. 2 by a piston return spring (17).

When the brake pedal (2) is depressed, the bushing rod (14) and further the air pulp (14a) move to the left in FIG.
) comes into contact with the goosetaviston (11) and the communication path (
lla) is closed and the introduction of negative pressure to the variable pressure chamber (P2) is cut off, the air pulp (x4a) is moved to the control pulse 7.
(1B), the atmosphere that has passed through the air cleaner element (18b) is introduced into the variable pressure chamber (P2), so that the booster piston (11)
2) Due to the pressure difference between 2) and (P2), the cylinder moves to the left in FIG. 2, and as a result, the piston of the master cylinder (20) is pressed through the piston rod (16), and the brake (22) operates. It is.

Then, the control pulp (18) is
a first operating device (B1) that closes the communicating path (lla) by the first operating device (B, 2. The operating device (8) will be explained.

First, the first operating device (B2) includes a negative pressure actuator (4) equipped with a diaphragm (41) operated by boost negative pressure, and a negative pressure chamber (4) of the actuator (4).
It consists of a first electromagnetic switching valve (5) of an 8-way system that controls the introduction of negative pressure or atmospheric air into the brake booster (1), and a second operating device (2) that controls the introduction of negative pressure or atmospheric air into the brake booster (1). P2)
A second electromagnetic switching valve (6) with an 8-way system that controls the introduction of negative pressure or atmospheric air to the
) in the second electromagnetic switching valve (6) and the pressure transformation chamber (P
2), and a second branch passage which branches off the negative pressure passage (80) and is equipped with an IKI branch passage (81) and an orifice (82a). (82), and the first branch passage (81) is connected to the negative pressure chamber (42) of the negative pressure operated actuator (4).
The branch passages (B2) are communicated with the pressure transformation chamber (P2), and the first electromagnetic switching valve (5) is connected in the middle of the first branch passage (81), and the orifice in the second branch passage (82) is connected to the first branch passage (81). (82a) and the pressure transformation chamber (P2), the second electromagnetic switching valve (6) is interposed, and the I
! The second electromagnetic switching valve (5) in the two-branch passage (82)
) and the variable pressure chamber CP2) are interposed with the electromagnetic on-off valve (7).

A first electromagnetic switching valve (
5) The valve body (51) is activated by excitation of the solenoid (50).
is driven against the valve spring (52) to close the atmosphere release passage (58) of the switching valve (5), and at the same time open the first branch passage (81) to reduce the pressure of the actuator (4). While communicating the chamber (42) with the negative pressure region of the intake pipe (8),
To demagnetize the #I solenoid (50), the valve body (51)
) through the valve spring (52) to close the first branch passage (81) and at the same time close the atmosphere opening passage (58).
When opened, the negative pressure chamber (42) of the actuator (4) is released to the atmosphere.

The second electromagnetic switching valve (6) constituting the second operating device (B)
) is also similar to the first electromagnetic switching valve (5), and the solenoid (
The valve body (61) is driven by the excitation of 60) to open the atmosphere opening passage (68) of the switching valve (6).
while simultaneously closing the second branch passage (82),
By demagnetizing the solenoid (60), the valve body (61) is moved back via the valve spring (62) to close the #i second branch passage (82)' and simultaneously open the atmosphere release passage (68). It's done like this.

Also, an electromagnetic on-off valve (7) constituting the second operating device (2).
is caused by the excitation of the solenoid (70).
82) and the second solenoid (70) is demagnetized.
It is configured to close the branch passageway (82).

Furthermore, the actuator (4) constituting the first operating device (B2) is connected to the holding cylinder (1) of the brake booster (1).
The operating lever (44) is fixed to the bracket (40) assembled to the actuator (8a), and the operating lever (48) provided on the diaphragm (41) of the actuator (4) is pivotally supported on the diaphragm (40). ), while the other end of the operating lever (44) is connected to the operating member (15) with a washer (4).
5), and by swinging the lever (44) in the clockwise direction in FIG. 2, the operating member ('15) and further the control pulp (1a) t-to the left in FIG. The communication path (lla) is cut off by moving the connecting path (lla).

By energizing the solenoid (50) of the first electromagnetic switching valve (5) in the first operating device (B, ), the negative pressure chamber (42) of the actuator (4) is connected to the intake pipe (8). When the diaphragm (41
) moves toward the right in FIG. 2 against the return spring (46), and as a result, the operating lever (44) swings clockwise in FIG. 2 to open the communication path (Ila). It blocks out.

Also, by demagnetizing the solenoid (50), the negative pressure chamber (
42) to the atmosphere, and the diaphragm (41)
When the operation lever (44) is moved back to the left in FIG. 2 by the restoring force of the return spring (46), the operation lever (44) swings counterclockwise in FIG.
15) moves to the right in FIG. 2 under the action of the return spring (15a) and opens the communication path (lla). By the way, when the first operating device (B1) in 1lf1 is operated,
The solenoid (70) of the electromagnetic sprouting valve (7) constituting the second operating device (2) is simultaneously excited, and the communication path (1) is activated.
If the atmosphere is introduced into (P2) before la) is completely shut off, the atmosphere will not be drawn toward the intake pipe (8) through the communication passage (lla), Therefore, the negative pressure on the intake pipe (8) side weakens, and as a result, the diaphragm (41) in the actuator and yuator (4)
) decreases in suction power of the control pulp (18).
This may lead to failure in blocking the communicating path (lla) due to this, and there is a possibility that the brake braking operation may become incomplete.

Therefore, in the embodiment, the brake m by the start control device is
Lyrics, 6fl E brake control unit (
C) via the electromagnetic @ in the second operating device (B2)
The first solenoid (70) for closing the valve (7) is energized.
By delaying the energization of the solenoid (50) of the first electromagnetic switching valve (5) in the operating device (B2) for a predetermined time (0.8 sec in the embodiment), the first operating device (B2) ) after closing the communication path (lla) by
Atmospheric air is introduced into the variable pressure chamber (P3) via the second operating device (8).

Next, we will explain the detection elements that detect various states of the car.
D), low range (L),! It consists of a range detection element (S1) consisting of a shift switch that detects whether the vehicle is shifted to a driving range such as J Purse Range (R), and a sensor that detects whether the engine rotation speed is, for example, 1000 rpm or more. Accelerator opening consisting of a rotation speed detection element (S2), a vehicle speed detection element (S2) consisting of a sensor for detecting vehicle speed, and a switch provided on the accelerator pedal to detect whether or not the pedal is being depressed. It consists of a detection element (Mi) and a detection element (S).

), (S2), (S2), and (1) are connected to the input side of the convenience switch in the brake control unit (C), and each of these detection elements (S
, ), (S, ), (S, ), (mi)
Based on the signal output from
If the brake control unit (C ), the solenoid (50) of the first electromagnetic switching valve (5) in the first operating device (B2) is energized as described above, and then
After a predetermined period of time (0.8 sec) has elapsed, the solenoid (70) of the electromagnetic on-off valve (7) in the second operating device (8) is
), and when the accelerator pedal is pressed from this state, the solenoid (60) of the second electromagnetic switching valve (6) in the second operating device (8) is activated for a predetermined period of time (for example, 2 seconds). 1.2□ after excitation. Ka36.

-) V/IF (60)' and the first electromagnetic switching valve (
5) and each solenoid (50) of the electromagnetic on-off valve (7)
, (70) are demagnetized.

That is, in the present invention, the brake control unit (
C) The computer detects the vehicle speed detecting element (S2).
It reads the output signal from the vehicle to determine whether the vehicle speed is zero or not, and also compares the vehicle speeds before and after a certain period of time to determine if the difference (vehicle speed change rate) is greater than a predetermined value (vehicle speed change degree during normal braking). ).

Next, operate the start control device consisting of the tank bottom as described above.
0 When starting the vehicle, if the automatic transmission has been shifted to the parking range (P) or neutral range (N) after the engine has started, the above-mentioned 1.
The first in the second operating device (B2), (8). Solenoid (50) of the second electromagnetic switching valve (5), (6) and electromagnetic switching valve (7).

(60) and (70) are demagnetized, and the communication path (11'a
'> is open, whereas the second branch passage (82)
is closed, the goose stabilizer piston (11) of the brake booster (1) does not operate, and therefore the brake (2)
2) The braking operation has been released.Also, when starting the vehicle, the automatic transmission is set in the driving range (D, L,
R), the vehicle speed is OK/h, the vehicle speed change rate is less than the predetermined value, and the engine speed is 1.
100 Orp or more and the accelerator pedal is not depressed, in other words, when the driver has no intention of starting even though the starting system is ready, the engine speed is high and the torque converter is When the torque capacity is large, an output signal from the computer of the brake control unit (C) causes the solenoid (60) of the first electromagnetic switching valve (5) and the solenoid (70) of the electromagnetic switching valve (7) to is sequentially excited with a time lag of 0°8 sec, and along with this, the operation member (1) of the brake booster (1) is activated via the actuator (4).
5) and the control pulp (18) operate to close the communicating path (lla), the variable pressure chamber [P2]
Atmospheric air is introduced into the pressure transformation chamber (P2) through communication 17 with the atmosphere opening passage (68) of the electromagnetic switching valve (6), and the pressure transformation chamber (P2)
A pressure difference occurs between the constant pressure chamber (P2) and the constant pressure chamber (P2).

Therefore, the boothk piston (11) marked 0f1 moves to the left in FIG.
22) immediately activates the control 1IiIJ, so the car does not start.

Next, when the driver depresses the accelerator pedal to start driving out of this window, an output signal from the computer of the brake control unit (8) immediately activates the solenoid of the second electromagnetic switching valve (6). (60
) is also energized for a predetermined time (2 seconds) to close the atmosphere release passage (68) of the second electromagnetic switching valve (6) and at the same time open the second branch passage (32) to open the second branch passage (82). The pressure change chamber (P2) is
), the booster piston (11) moves to the right in Figure 2 due to the elastic force of the piston return spring (17), and the brake (22)
The braking action is released and the car starts.

and a solenoid (60) of the second electromagnetic switching valve (6).
When a predetermined time (2 seconds) has elapsed since the excitation of the first. Solenoids (50) of the second electromagnetic switching valves (5), (6), (
60) and the solenoid (70) of the electromagnetic on-off valve (7) are demagnetized, and along with this, the atmosphere is introduced into the negative pressure chamber (42) of the actuator (4), and the operating lever (44) By swinging in the counterclockwise direction in Figure 2,
The operating member (15) to control pulp (1B)
moves to the right in FIG. 2 to open the communication passage (11a), while the second branch passage (82) is closed by the electromagnetic on-off valve (7).

Therefore, the variable pressure chamber (P2) of booster (1) No. 11 communicates with the constant pressure chamber (P1), and thereafter the booster (1) can be operated by depressing the brake pedal (2).

On the other hand, for example, if the brakes are suddenly applied while driving on a snowy road, the wheels may temporarily lock up and the vehicle speed may be incorrectly detected as OK/h, but the vehicle speed change rate will still be the same as the predetermined level. Since the value is higher than the current speed change (more than the degree of change in vehicle speed during normal braking), even if the engine is at 100 rpm or higher and the accelerator is not pressed, and the automatic transmission is shifted to the driving range. Even if the braking device M (A) is activated, the solenoids (50) and (70) of the first electromagnetic switching valve (5) to the electromagnetic switching valve (7) are not energized, and therefore the braking device M (A) is not activated automatically. There will be no braking action.

In the above embodiment, the operating member (15) of the control valve (18) that opens and closes the communication passage (11a) is fitted onto the bushing rod (t4), but the present invention is not limited to this. Instead, it may be configured as shown in FIG. 8, for example.

That is, in the embodiment shown in FIG.
A cylindrical operation member (15
The control pulp (1B) is slidably inserted into the operating member (15'), and the control pulp (1B) is supported at the end of the operating member (15').
) A second control pulp (18a) is provided separately,
As the operation member (15') operates, the communication path (lla) is opened via the second control pulp (18a).
It is made to close.

And the sleeve (18) is attached to the Gutsch rod (14).
the sleeve (18) and the operating member (15).
A return spring (which biases the sleeve (18) toward the air cleaner element (18b))
18a), while the sleeve (18) and the control pulp (1B),! : A sacell control valve spring (18b) is interposed between the control pulp (1B) and the air valve (14a).

In the embodiment shown in FIG. 8, the bushing rod (14)
Clevis (24) that connects the and brake pedal (2)
A bracket (25) is integrally formed on the platen) (
25), the actuator (4) and the operating lever (44) constituting the operating device CB) are assembled.

In the embodiment shown in FIG. 8, the brake pedal (
2), the control valve (
The communication path (lla) is closed via the solenoid (lla) in the first electromagnetic switching valve (5).
When the actuator (4) operates in accordance with the excitation of the second control pulp (18a), the operation member (15') slides to the left in FIG.
The communication path (tta) is closed via the .

(Effects of the Invention) As described above, the present invention includes a range detection element that detects a shift range, a rotation speed detection element that detects the engine rotation speed,
Based on the detection signals from the vehicle speed detection element that detects the vehicle speed and the accelerator opening detection element that detects the accelerator function, it is determined whether the vehicle speed is zero, the vehicle speed change rate is less than a predetermined value, and the engine speed is less than the predetermined rotation speed. In other words, if the driver has no intention of starting and does not press the accelerator pedal even though the driver is ready to start, the driver does not step on the accelerator pedal. In this situation, for example, when the engine speed is high, the vehicle's braking system can be automatically operated via the brake control unit to reliably prevent the vehicle from starting. When the driver depresses the accelerator, the braking can be automatically released, and therefore smooth start can be expected as a whole, in accordance with the driver's intention, even during warm-up operation.

Furthermore, according to the present invention, when the wheels are temporarily locked during driving due to sudden braking, etc., and the vehicle speed detection element mistakenly detects the vehicle speed as 0 / h, even if the engine is running at a specified speed, Even if the accelerator opening is less than the predetermined opening and the automatic transmission is shifted to the driving range, the vehicle's braking system will not automatically brake, so □□1 Oyu□ 1-E. 2.1
Therefore, malfunction of the braking device can be reliably prevented.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram showing one embodiment of the device of the present invention, and FIG.
8 is an enlarged sectional view of the main part showing another embodiment, and FIG. 4 is a flowchart showing control of the apparatus of the present invention.

Claims (1)

[Claims] A range detection element (S_1) that detects the shift range of the automatic transmission, a rotation speed detection element (S_2) that detects the engine rotation speed, and a vehicle speed detection element (S_
3), an accelerator opening detection element (S_4) that detects the accelerator opening, and based on input signals from these detection elements, the vehicle speed is zero, the vehicle speed change rate is below a predetermined value, the engine is at a predetermined rotation speed or more, An automatic device comprising: a brake control unit (C) that operates a braking device (A) of a vehicle when the accelerator opening is below a predetermined opening and the automatic transmission is shifted to a driving range. Start control device for cars.