JPS62199537A - Automatic transmission - Google Patents

Abstract

PURPOSE:To prevent unnecessary blow-up of an engine and slip feeling of a clutch due to abrupt depression of an accelerator pedal, by restraining the increment of fuel until the clutch falls into a semi-clutch condition during start of a vehicle. CONSTITUTION:A microcomputer 21 reads the depression amount of an accelerator pedal 24 by means of an accelerator sensor 56 to determine the presence of a start signal. Further, when the start signal is present, a clutch 30 is engaged by means of an actuator 19, and simultaneously a fuel injection pump 11 is operated by means of an actuator 20 to increase once the amount of fuel. At this time the microcomputer 21 determines, by means of a clutch sensor 29, whether the clutch 30 is falls in a semi-clutch condition or not. When the clutch 30 falls into the semi-clutch condition, the microcomputer 21 operates the fuel injection pump 11 toward the increasing side by means of the actuator 20. Thereby, it is possible to prevent unnecessary blow-up of the engine or the like.

Description

[Detailed Description of the Invention] Field of Industrial Application] Kisuke and Akira are concerned with automatic transmissions, in particular calculating the appropriate gear position and automatically controlling the actuator to the value obtained by this calculation. This invention relates to an automatic transmission that changes gear position.

Summary of the Invention] The present invention provides a transmission that automatically changes gears to the appropriate gear position, so that the amount of fuel supplied to the engine can be increased immediately even when the accelerator pedal is depressed at the time of starting. This system is designed to suppress the increase in fuel amount until the clutch is in a half-clutch state, and prevents the engine from revving up when starting the vehicle.

K. PRIOR ART Automatic transmissions have been proposed to omit frequent gear shifting operations by drivers. In this automatic transmission, a calculation means such as a microcomputer selects the gear to be used depending on the vehicle speed, accelerator opening, etc., and an actuator meshes the selected gear to automatically obtain a predetermined gear/V ratio. This is what I did. By equipping an automobile with such an automatic transmission, the driver hardly needs to operate a lever to change gears.

(Problem to be solved by the invention) When a vehicle equipped with such an automatic transmission starts, the driver only has to press the accelerator pedal.This engages the clutch and supplies power to the engine. The amount of fuel was increased and the vehicle started moving.However, in automatic transmissions, there is a slight time lag between when the accelerator pedal is depressed and when the clutch is engaged, making it difficult to operate the vehicle as if it were a human driving operation. It is very difficult to arbitrarily adjust this time lag.Therefore, if the driver suddenly depresses the accelerator pedal to start the vehicle, the engine may start up before the clutch reaches the partially engaged state. there were.

The present invention has been made in view of these problems and provides an automatic transmission that prevents the engine from revving up unnecessarily when a vehicle equipped with an automatic transmission starts moving. The purpose is to

Means for Solving Problem K] As shown in FIG. 1, the present invention calculates an appropriate gear position, and automatically adjusts the gear position using an actuator so that the value obtained by this four calculation is obtained. In a transmission that has been changed, even when the accelerator pedal is depressed when starting, the amount of fuel supplied to the engine is not increased immediately, but the amount of fuel is suppressed until the clutch is in a partially engaged state. It was designed to be provided.

[1] According to the present invention, even if the accelerator pedal is depressed when starting, the increase in fuel amount is suppressed until the clutch becomes a half-clutch state, thereby preventing unnecessary engine revving. It becomes possible to prevent this, and also to eliminate the feeling of clutch slippage.

K Example] The present invention will be explained below with reference to an illustrated embodiment.

FIG. 2 shows an automobile engine equipped with an automatic tIIJ+-transmission according to an embodiment of the present invention, and this engine is a diesel engine 1 for a truck.
Consists of 0. The deep-pil engine 10 is equipped with a fuel injection pump 11, which sequentially supplies fuel to each cylinder of the engine 10.

The fuel injection pump 11 is connected to the engine 10 via a timer 12.
Moreover, the timing of fuel injection is adjusted by this timer 12. Furthermore, the fuel injection pump 11 is equipped with a mechanical governor 13, and this governor 13 injects fuel.
Team A is now being adjusted.

The flywheel housing 1 is located on the back side of the engine 10.
4 is provided, and a flywheel fixed to the end of the crankshaft is accommodated within this housing 14. A clutch 30 is provided on the back side of the flywheel, and a transmission 15 is attached to the back side of the flywheel housing 14 so as to be connected to the clutch 30. This transmission 15 has an engine 1
The rotation speed of 0 is changed to a predetermined value, and the propeller shaft 16
The signal is transmitted to the drive wheels via the

The transmission 15 constitutes an automatic transmission, and a shift actuator 17 and a selection actuator 18 are provided above the transmission. Furthermore, a clutch actuator 19 for controlling connection and disconnection of a clutch 30 attached to the back side of the flywheel is connected to the transmission 1.
It is attached on the outer surface of the casing of No. 5. Furthermore, a fuel control actuator 20 is provided on the front end side of the fuel injection pump 11 to adjust the position of the control rack and control the supply of fuel. These 4
The three actuators 17, 18, 19, and 20 are each driven based on instructions from the microcomputer 21 via driving means.

The input side of the microcomputer 21 is connected to a control box 22 . This control box 22 is equipped with a gear shift lever 23. Roughly speaking, this microcomputer 21 is connected to an accelerator sensor 25 that detects the opening degree of the accelerator or the amount of depression of the accelerator pedal 24. Further, the microcomputer 21 is connected to a vehicle speed sensor 26, an engine rotation sensor 27, a rack sensor 28, and a clutch sensor 29, respectively.

The vehicle speed sensor 26 is provided on the side surface of the transmission 15 and detects the vehicle speed based on the rotational speed of the output side of the transmission 15. Further, the engine rotation sensor 27 is attached to the front side of the engine 10 and is configured to detect the rotation speed of the engine 10. Moreover, the rack sensor 28 is attached to the tip side of the actuator 20, and the rack sensor 28 is attached to the tip side of the actuator 20.
The position of the control rack No. 1 is detected. Further, the clutch sensor 29 is attached to the tip side of the clutch actuator 19, and the clutch sensor 29
The state of connection and disconnection of 0 is detected.

Next, the operation of this automatic transmission configured as described above will be explained. This operation is performed based on 10 grams preset in the microcomputer 21, and when the shift lever 23 of the control box 22 is in the automatic position, the shift operation is automatically performed. ing. On the other hand, when the gear shift lever 23 is in the manual position, the manually selected gear shift operation is performed by the actuator 17.1.
8.

To give an overview of the operation of automatic gear shifting, the microcomputer 21 detects whether the gear shift lever 23 of the control box 22 is in the automatic position, and if it is in the automatic position, the accelerator pedal 24 is depressed at regular intervals. The amount or accelerator opening degree and vehicle speed are read from the accelerator sensor 25 and vehicle speed sensor 26, respectively. Furthermore, the microcomputer 21 reads the map stored in its memory, and based on this map,
Performs calculations to determine whether automatic gear shifting is possible. If automatic gear shifting is possible, gear shifting is performed to obtain the calculated gear ratio. On the other hand, if it is determined that automatic gear shifting is not possible, gear shifting is not performed.

The specific operation of automatic gear shifting is performed by the microcomputer 21.
Based on the command, the shift actuator 17 and the selection actuator 18 are activated via a drive means (not shown).
is operated to select a gear of the transmission 15, thereby achieving meshing of the selected gear of the transmission 15. Therefore, a predetermined gear ratio can be obtained in this way. Note that during this shift operation, the -H clutch 30 is switched to the disconnected state by the actuator 19, and the clutch 30 is brought into the connected state again in synchronization with the end of the shift operation.

When starting the vehicle using such an automatic transmission, the accelerator pedal 24 may be depressed. If the accelerator pedal 24 is suddenly depressed at the time of starting, the engine 10 may be revved up unnecessarily. Therefore, in order to prevent such an operation, the microcomputer 21 is configured to hold down the movement of the control rack of the fuel injection pump 11 midway, and wait until the clutch 30 becomes a half clutch before increasing the amount of fuel. .

This operation is performed based on the flowchart shown in FIG.

To explain this operation in more detail, the microcomputer 21 reads the amount of depression of the accelerator pedal 24 via the accelerator sensor 25, and determines whether there is a start signal or not. When a start signal is present, the clutch 30 is activated via one actuator based on instructions from the microcomputer 21.
Initiate a connection. At the same time, as shown in FIG. 4, the microcomputer 21 moves the control rack of the fuel injection pump 11 using the fuel control actuator 20, and starts increasing the amount of fuel. As a result, the amount of fuel that the fuel injection pump 11 supplies to the engine 10 is increased.

However, as shown in FIG. 4, this increase in fuel is temporarily stopped and held when it has increased a little, and the control rack temporarily stops moving. In this state, the microcomputer 21 reads the output of the clutch sensor 29, and also reads the output of the clutch sensor 29.
It is determined from the output whether the clutch 30 is in a half clutch state. If the clutch 30 becomes a half clutch, the fuel increase m is restarted from this point.

That is, at this point, the microcomputer 21 again controls the fuel injection pump 1 via the fuel control actuator 20.
The control rack No. 1 is moved to the increasing side.

Therefore, such control prevents the engine 10 from rapidly increasing its rotational speed, as shown in FIG. 4, and prevents the engine 10 from revving up unnecessarily. The engine speed characteristics indicated by the chain line in Fig. 4 are the characteristics of vehicles equipped with conventional automatic transmissions that do not temporarily stop and hold the increase in fuel. The engine will rev up before the condition is reached.

[Effects of the Invention] As described above, the present invention does not immediately increase the amount of fuel supplied to the engine even when the accelerator pedal is depressed at the time of starting, but increases the amount of fuel until the clutch is in a half-clutch state. It is designed to hold down. Therefore, according to such a configuration, even if the accelerator pedal is suddenly depressed when starting the vehicle, the engine will not be revved up unnecessarily, and it is possible to prevent the clutch from slipping.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, FIG. 2 is a block diagram showing an automatic transmission according to an embodiment of the present invention, and FIG. 3 is a flow chart showing the starting operation of a vehicle equipped with this automatic transmission. FIG. 4 is a graph showing the state of the starting operation. In the symbols used in the drawings, 10...Diesel engine 11...Fuel injection pump 15...Transmission 17...Shift actuator 18...Select actuator 20...Fuel control actuator 21... ...Microcomputer 24...Accelerator pedal 25...Accelerator sensor 26...Two vehicle speed sensors...Clutch sensor 30...Clutch.

Claims (1)

[Claims] In a transmission that calculates the appropriate gear position and automatically changes the gear position using an actuator to reach the value obtained by this calculation, even if the accelerator pedal is depressed when starting, the transmission does not supply power to the engine. The automatic transmission is characterized in that it is provided with a means for suppressing an increase in fuel amount until a clutch is in a half-clutch state without immediately increasing the amount of fuel.