KR100325546B1 - Sudden acceleration protecting system for automobile - Google Patents

Abstract

An apparatus for preventing sudden start of the vehicle is disclosed. When the state in which the shift lever is located at either the stop (P) range or the neutral (N) range and / or the state in which the hand brake is in the lock state and the state in which the vehicle is set to start standby by the start means is detected Release the oil pressure inside. After the vehicle is started, the hydraulic pressure in the transmission is released even when the amount of stepping on the accelerator pedal is less than or equal to the rate at which the vehicle starts suddenly. When the hydraulic pressure in the transmission is released, the transmission cannot receive engine power and the vehicle cannot move. In order to prevent sudden starting only when the vehicle starts from a stop, the hydraulic pressure is always applied in the normal driving state in which the vehicle speed is maintained above a predetermined reference value.

Description

Vehicle start prevention system {SUDDEN ACCELERATION PROTECTING SYSTEM FOR AUTOMOBILE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a safety system for a vehicle, and more particularly, to a sudden acceleration prevention system for preventing an accident due to a sudden start at the start of a vehicle, an initial start, or a restart after a stop.

In recent years, the 'acceleration accident' of the vehicle is frequent, causing a great loss of life and property resulting in social problems. The so-called `` acceleration accident '' refers to a phenomenon in which the vehicle suddenly jumps forward or backward while suddenly accelerating, regardless of the driver's will before and after the vehicle starts.

The cause of the sudden onset is not yet clear and fully understood, but is estimated as follows. The first is the driver's fault, the second is the fault of the car itself, the third is the fault caused by the deterioration of the parts of the car, and the fourth is the structural fault of the car when the lever position is P or N. If it is. As can be expected from the cause of the estimation, the sudden start-up phenomenon is most likely to occur in an automatic transmission vehicle.

Conventional representative techniques for preventing sudden oscillation include the following. In other words, when the vehicle is operated as the driver does not intend by receiving signals from various sensors of the vehicle, that is, when the RPM of the engine rises sharply, the fuel supply cutoff, main power cutoff and brake of the engine are prevented to prevent the sudden start. There are ways of working, locking missions, and so on.

However, these methods control the basic devices of a car, and if these devices malfunction, they cause another major accident. Consider a situation where fuel is interrupted or the main power is cut off on a car driving on a highway at high speed. At this time, all the devices in the car will not work. The brakes also do not work, causing serious situations. If a well-cared car suddenly stops because of a mission lock, it may cause an unexpected and big accident. These devices can malfunction to any degree and have not been field tested. It's too dangerous to take control of the car's basic devices.

Another example of a safety device to prevent unexpected starting of a vehicle is U.S. Patent No. 4,942,784, by Hirofumi Okahara and Kanagawa, entitled `` TRANSMISSION CONTROL SYSTEM FOR THE AUTOMATIC TRANSMISSION OF AUTOMOTIVE VEHICLES FOR GEAR TRAIN LOCKING UPON UNINTENDED ACCELERATION. '' It is disclosed in the call. According to this patent, a plurality of friction members, such as band brakes, reverse clutches, high-clutches and forward-clutches, engaged or released by a hydraulic control unit in the gear train ), Overrunning clutches and low and reverse brakes are in place to monitor for unintended sudden accelerations, even when the vehicle is low, and when hydraulic Sudden starting is prevented by locking the gear train by selectively engaging the members with the gear train. However, this method may be problematic because it may take some time to apply the friction force to the gear train to completely lock the gear train and may cause wear or stress of the friction member or gear train due to forced braking. .

If a possible condition of sudden oscillation is detected, it is necessary to resolve such condition in an instant and completely. And a sudden start is a problem before or after starting the car, or at the moment of the change from stop to start. In normal driving conditions in which the vehicle speed is maintained above a predetermined speed, sudden start is no longer a problem.

In view of these points, the present invention is to prevent the rapid start and stop quickly by completely releasing the hydraulic pressure in the transmission to stop the transmission of power from the engine to the transmission when starting from before or after starting the vehicle, or when starting from the stop. For that purpose.

1 shows a configuration of a transmission control unit having a sudden start prevention function and various input / output means related to the sudden start prevention action thereof according to the first embodiment of the present invention.

2 shows a configuration of a second embodiment of the sudden start prevention apparatus according to the present invention.

3a and 3b is a view for explaining the principle that the hydraulic pressure is released or injected when one shift control solenoid valve 'on' and 'off'.

4 shows the configuration of a third embodiment of the sudden start prevention apparatus according to the present invention.

5 shows a configuration of a fourth embodiment of the sudden start prevention apparatus according to the present invention.

<Description of the symbols for the main parts of the drawings>

10, 100: transmission control unit 14: transmission control unit

16: sudden start prevention unit 20: transmission unit

22, 210: solenoid valve section 24, 220: hydraulic control section

26, 230: Transmission 30: Shift lever

40: handbrake 50: tachometer

60: accelerator pedal 70: speed sensor

It is another object of the present invention to prevent the sudden driving function from being exerted while the vehicle is maintained above a predetermined speed so that normal driving is not disturbed.

In order to achieve the above object, the present invention prevents the rapid start of the vehicle through the control method as follows. The state in which the shift lever is located in either the stop (P) range or the neutral (N) range and / or the state in which the hand brake is in the lock indicates that the driver's intention is not to move the vehicle. Therefore, in this state, when the driver uses the start switch or the remote starter to start the vehicle immediately before starting, for example, the start switch is set to the power on (ACC) or ignition position (ON), the hydraulic pressure in the transmission is released to the engine. Blocks power from being transmitted to the automatic transmission. In addition, after the start of the vehicle by operating the start switch or the like, even if the amount of stepping on the accelerator pedal is less than or equal to the rate at which the vehicle suddenly starts, even if the engine speed is excessively higher than the limit value, Sudden oscillation may occur. Similarly, when such a state is detected, the hydraulic pressure in the transmission is released to block transmission of power of the engine to the transmission. Here, the amount of stepping on the accelerator pedal can be known from the output voltage of the throttle position sensor that detects the opening degree of the engine throttle valve, and the engine speed can be known from the output signal of the tachometer. In addition, even when the vehicle is temporarily stopped in the driving process and the shift lever is shifted to either the stop (P) range or the neutral (N) range, the hydraulic pressure in the transmission is released. Hydraulic release is achieved by applying the drive coil of the solenoid valve for controlling the oil pressure in the transmission to open the solenoid valve. On the other hand, while the vehicle speed is maintained above a predetermined reference value, such a hydraulic release function is not operated to ensure normal driving. As another way to ensure normal driving while the vehicle speed is maintained above a certain reference value, the hydraulic release function when the shift lever is located at the stop (P) or neutral (N) range is independent of the speed of the vehicle. Allow normal operation. This may include an unintended error in the signal indicating the speed of the vehicle. Even in this case, when the shift lever is located at the stop (P) or neutral (N) range, the hydraulic pressure is released to prevent sudden starting. Furthermore, even when driving downhill with the shift lever at the neutral (N) range, sudden start may occur due to an abnormal operation of the vehicle. In this case, it is necessary to release the hydraulic pressure in the transmission to prevent sudden start.

On the other hand, in order to prevent the sudden start of the vehicle is provided a sudden start prevention device having the following features. The rapid start prevention device of the present invention is a shift condition of a transmission in an automatic transmission vehicle, when a locked state of the hand brake and / or a state in which the shift lever is located at either the stop (P) range or the neutral (N) range is detected. And a first means for releasing the oil pressure in the transmission by providing a hydraulic pressure release signal to the oil pressure control means for controlling the oil pressure. The sudden start prevention device of the present invention detects a state in which the engine speed is equal to or greater than a second reference value that causes a sudden start of the vehicle, even when the amount of depressing the accelerator pedal is less than or equal to a first reference value that causes the rapid start of the vehicle in the state where the vehicle is started. And second means for providing the hydraulic pressure release signal to the hydraulic pressure control means to release the hydraulic pressure in the transmission.

According to another aspect of the present invention, there is provided a sudden oscillation preventing apparatus comprising: first means for outputting a predetermined logic signal only when the engine speed exceeds a first reference value; Second means for outputting the logic signal only when the amount of stepped on the accelerator pedal is equal to or less than a second reference value; And third means for outputting a first control signal only when the first means and the second means simultaneously output the logic signal. These means detect the formation of an unintended sudden start condition after the vehicle is started. The sudden start prevention device may be operated when the hand brake is in the lock position and / or the shift lever And fourth means for detecting a state located in either the stop (P) range or the neutral (N) range to generate a second control signal. Further, the sudden start prevention device provides a hydraulic pressure release signal for releasing the hydraulic pressure in the transmission to the hydraulic control means for controlling the hydraulic pressure of each transmission element in the transmission in response to the first control signal or the second control signal. It further comprises a fifth means to.

In any configuration, when the hydraulic pressure in the transmission is released, power of the engine is not transmitted to the transmission, so that the vehicle is not moving, so the rapid start is essentially blocked. The sudden start prevention device may further include an operation preventing means for preventing the hydraulic release function from being exhibited in the normal driving state in which the vehicle speed is maintained above a predetermined reference value. Even if there is an error in the signal providing information on the vehicle speed, the operation prevention means may be configured differently so that the hydraulic pressure can be released when the shift lever is located in the stop (P) or neutral (N) range. . To this end, another example of the operation preventing means may serve to block the generation of the first control signal or to block the application of the first control signal to the fifth means while the vehicle speed is maintained above a predetermined reference value. The function is configured to be limited.

The rapid oscillation device as described above is configured as an independent device and coupled to the excitation coil of the solenoid valve for performing hydraulic control of the transmission unit. As another aspect, the transmission control unit may be configured to be integrally added to a normal transmission control unit that controls the shift condition of the transmission and to have a sudden start prevention function. Preferred configurations and various embodiments of the invention will be more clearly understood from the description of the claims and the following detailed description.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings.

1 relates to a configuration of a first embodiment of the present invention, which relates to a transmission control unit (Transmission Ccontrol Unit, hereinafter referred to as 'TCU') 10 and a sudden start prevention action of the TCU 10 having a sudden start prevention function. The configuration of various input / output configuration means is shown. The TCU 10 according to the present invention is configured by adding a sudden start prevention unit 16 to a transmission control unit 14 generally employed in an automatic transmission vehicle.

The shift lever 30, the hand (parking) brake 40, the tachometer 50, the accelerator pedal 60, the speed sensor 70, and the like are used as check points for preventing sudden start. These elements are not necessarily all used, but are used in combination appropriately according to the control stage. Furthermore, if it is a means that can provide information equivalent to these elements, it is naturally possible to obtain information for preventing sudden oscillation through such means. For example, information that the speed sensor 70 may provide is speed information of the vehicle, and equivalent information may be obtained, for example, from a solenoid valve control signal or a damper signal provided from the TCU 10. The engine speed can also be obtained through a pulse generator (not shown) for generating a pulse signal of a frequency corresponding to the engine speed or an ignition pulse generator (not shown) for generating a pulse signal of a frequency corresponding to the ignition frequency.

Specifically, the check state is the setting state of the shift lever 30 and the handbrake 40 at the stage from when the power is turned on to before the vehicle is started. After the vehicle has been started, the information about the engine speed, for example, the tachometer 50, together with the above check points, regardless of the state at which the vehicle is to be started from the stationary state, while driving or stopping while driving. The driver's accelerator pedal 60 operation amount, for example, the output signal of the trot valve position sensor 112 is checked. When the shift lever 30 is located at the P range or the N range, the transmission unit 20 is controlled so as to prevent sudden starting in advance. To control the transmission unit 20 to block. Conditioning for prevention or interruption of sudden start is achieved by the sudden start prevention unit 16 providing a hydraulic release signal to the transmission unit 20 to remove the hydraulic pressure of the transmission 26.

In order for the vehicle to move, the output generated from the engine (not shown) must be transmitted to the driving wheels (not shown). The transmission unit 20 transmits the engine output to the driving wheels. As a type of transmission 26 of the automatic transmission vehicle, a so-called 'hydraulic controlled' automatic transmission which automatically selects a transmission ratio determined by the hydraulic control mechanism in relation to the vehicle speed and the amount of stepping on the accelerator pedal, and the amount of stepping on the vehicle speed and the accelerator pedal There is a so-called 'electronically controlled' automatic transmission that converts an electrical signal to perform fine control that cannot be done with hydraulic pressure alone. Either way, a variety of transmission gears are provided in the form of a trance to provide hydraulic power to and from the transmission 26, including a transmission 26, a hydraulic control valve and a flow path for directly transmitting the engine output to the drive wheels at a specified transmission ratio. The solenoid valve unit 22 which controls the power transmission or the power cutoff at a specified speed ratio by controlling the supply and release of oil in the hydraulic control unit 24 according to the command of the hydraulic control unit 24 and the transmission control unit 14 that is managed. Basically provided.

In order to transmit the engine power to the drive wheels, basically, hydraulic pressure must be applied to the transmission 26. Since the oil pressure controls engagement and release of the transmission gears, which are the engine power transmitters, such control is impossible unless the oil pressure is input into the transmission 26, and power transmission is fundamentally impossible. In particular, the solenoid valve unit 22 may open or close the oil pressure of the oil existing in the flow path of the hydraulic control unit 24 by opening and closing the valve in response to the instructed control signal. With this in mind, the present invention utilizes the release of the hydraulic pressure in the transmission 26 as a means for preventing sudden starting of the vehicle. That is, the present invention controls the hydraulic release through the operation of the solenoid valve unit 22 to achieve the prevention or interruption of sudden start.

More specifically, while the vehicle is parked, the driver starts the engine by operating the remote starter or manipulating the start switch. In the case of automatic transmission vehicles, in order to start the engine, the shift lever 30 must be located at either the stop (P) range or the neutral (N) range. Therefore, before starting, the shift lever 30 is always set to the stop (P) range or the neutral (N) range, and such state information is provided to the sudden start prevention unit 16. In some cases, the hand brake 40 may also be operated (at the pulled position), and such status information is also provided to the sudden start prevention unit 16. In this state, since the vehicle does not need to start, the sudden start prevention unit 16 opens the solenoid valve 22 to release the hydraulic pressure in the transmission 26. Since the dehydration transmission 26 cannot receive power from the engine, sudden starting of the vehicle can be prevented in any case. Furthermore, even when starting the engine as well as after starting the engine, even if the engine speed increases rapidly in response to the driver's intention, the shift lever 30 is positioned at the P range or the N range, or the hand brake 40 is pulled out. If there is any hydraulic pressure in the transmission 26 is released, the vehicle does not start suddenly. However, after starting, only the engine speed will increase.

On the other hand, when the vehicle is started without any abnormality, the driver releases the hand brake 40 to move the vehicle and moves the position of the shift lever 30 to the driving (D) range, reverse (R) range or L (1), We will move to ranges 2 and 3. When the hand brake 40 is released and the shift lever 30 is out of the P or N range, the function of the sudden start prevention unit 16 is immediately disabled and the hydraulic pressure to the transmission 26 is immediately applied. In this state, the driver may take his foot off the foot brake (not shown) to start the vehicle, and at the same time, the speed of the engine may suddenly increase or may suddenly increase when the driver presses the accelerator pedal 60. This condition means that sudden oscillations can occur. Therefore, the sudden start prevention unit 16 obtains information about the amount of the driver stepped on the accelerator pedal 60 from the accelerator pedal 60 and information about the engine speed from the tachometer 50. The amount of stepping on the accelerator pedal 60 may be obtained directly from the accelerator pedal, but the information may be obtained through the throttle valve position sensor because it is related to the opening degree of the throttle valve (not shown). When the driver's stepping on the accelerator pedal 60 is not enough to cause the vehicle to suddenly start, if the engine speed is higher than the engine can cause the vehicle to start suddenly, the sudden start prevention part is performed as before the start. Numeral 16 operates the solenoid valve portion 20 to prevent the hydraulic control portion 24 from providing hydraulic pressure in the transmission 26.

On the other hand, when the vehicle runs normally at a predetermined speed or more, the function of the sudden start prevention portion 16 is not essential. Therefore, the hydraulic release function of the sudden start prevention portion 16 is disabled while the vehicle speed is maintained above the reference value. Information on the vehicle speed may include the second shift control solenoid valve provided by the transmission controller 14 to the transmission unit 20 when the output signal of the speed sensor 70 measuring the vehicle speed or the vehicle speed is maintained at a predetermined value or more. SCSV-B) can be obtained from the control signal.

Next, Fig. 2 shows a configuration of a second embodiment of the sudden start prevention apparatus according to the present invention.

First, the configuration of the solenoid valve unit 210 for controlling the hydraulic pressure of the transmission 26 may vary depending on the type of vehicle, but in general, the following four types, that is, damper clutch control valve ( 210d), a pressure control solenoid valve 210c, and two shift control solenoid valves 210a and 210b. The TCU 100 provides control signals SCSV-A and SCSV-B to two shift control solenoid valves 210a and 210b according to each shift stage, thereby providing first and second shift control solenoid valves 210a and 210b. Control the on-off of the line pressure to act on the shift control valve (not shown). That is, the flow control is switched by moving the shift control valve to a position corresponding to each shift stage. In addition, the control signal (main) is also provided to the pressure regulating solenoid valve (210c) to secure a state in which the basic hydraulic pressure is applied. The on-off relationship of the two shift control solenoid valves 210a and 210b operated according to the control signals SCSV-A and SCSV-B is shown in Table 1 below.

Gearshift ＼ Item Shift control solenoid valve control signal SCSV-A SCSV-B 1st speed On On 2nd speed off On 3 speed off off 4 speed On off

The opening and closing operation of the solenoid valve can be easily understood with reference to FIGS. 3A and 3B. 3A and 3B show a case where one solenoid valve, for example, the first shift control solenoid valve 210a is 'on' and 'off', and the same winry is the second shift control solenoid valve 210b. Also applies to As shown in FIG. 3B, in the 'off' state, the plunger 330 'on / off' the solenoid valve 350 or 210a blocks the oil passage 390 by the force of the spring 320. As a result, the hydraulic pressure pushes the shift valve 360 and this force overcomes the force of the spring 365 to the left, and the oil passes through the shift valve 360 to the transmission gears (gear train) and the clutch via the flow path. To create an environment for power transmission. However, in the 'on' state in which the excitation current is injected into the excitation coil 310 as shown in FIG. 3A, the plunger 330 is pulled up by overcoming the force of the spring 320, and as a result, the oil passage 390 is opened to open the transmission. Hydraulic pressure acting on the transmission gears in 230 is removed.

In order to release the hydraulic pressure in the transmission 230, the release of the main hydraulic pressure in the transmission 230 is essential. Even if the main hydraulic pressure is released by opening the pressure regulating solenoid valve 210c, residual hydraulic pressure may exist in the transmission 230. Therefore, in addition to releasing the main hydraulic pressure, when the two shift control solenoid valves 210a and 210b are also opened, even residual hydraulic pressure in the transmission 230 is completely removed. Accordingly, the hydraulic release signal R is the three control signals (SCSV-A, SCSV-B, main) for opening the pressure regulating solenoid valve 210c and the two shift regulating solenoid valves 210a and 210b. It consists of.

To start the vehicle, first insert the ignition key (not shown) into the ignition switch 150, and then, for several seconds through the ignition contact (START) through the power off contact (LOCK), the power supply contact (ACC), and the ignition contact (ON). You must connect. When the start key is plugged in and reaches a ignition contact ON, for example, the start key is connected to the ignition contact ON, the input terminal of the switch 120 is connected to the battery 160 of the vehicle. In the case of using a remote starter, there is a point in time at which a condition such as a state in which the ignition key is connected to the ignition contact ON is provided while the contacts of the start switch 150 are sequentially connected.

In this state, when the shift lever 30 is positioned at the P range or the N range to start the vehicle, the P range contact switch 130a or the N range contact switch 130b is in a closed state. When any one of the two contact switches 130a and 130b is in the closed state, the battery 160 applies the switching control signal SC to the control terminal of the switch 120. Since the hand brake switch 140 is closed even when the hand brake 40 is in the locked state, the switching control signal SC may be provided to the switch 120 from the battery 160.

When the switching control signal SC is provided to the switch 120, the contact point of the switch 120 is closed so that the battery 160 power is provided to the solenoid valve unit 210 through the switch 120. The battery 160 power, that is, the hydraulic release signal R eventually opens the pressure regulating solenoid valve 210c and the two speed regulating solenoid valves 210a and 210b of the solenoid valve unit 210 to control the hydraulic control unit 220. Release hydraulic pressure of the transmission 230, the overdrive unit 240, the torque converter 250, and the like. As a result, the power generated from the engine cannot be transmitted to the driving wheels of the vehicle, so the sudden starting condition cannot be generated at the source. The removal of hydraulic pressure from the standby state before starting is to fundamentally block the rapid start by removing residual hydraulic pressure which may remain in the transmission. Even when the engine is in the startup state, if the shift lever 30 is located at the P range or the N range or the hand brake 40 is pulled, the switching control signal SC is provided to the switch 120 so that the contact point of the switch 120 By closing, the hydraulic release signal R is provided to the solenoid valve unit 210.

The switch 120 is configured as a means capable of applying the power of the battery 160 to the solenoid valve unit 210 while the hydraulic release signal (SC) is provided. For example, a relay switch or various semiconductor devices having a switching function (for example, a field effect transistor (FET) or a thyristor), or the like, or an equivalent device may be employed. The relay switch may include the hydraulic release signal SC. When is applied, the relay coil is excited to close the relay contact to form a power transmission path from the battery 160 to the solenoid valve 210. Since the response speed is within a few milliseconds, the release of the hydraulic pressure can be made immediately. In addition, there is an advantage that the possibility of malfunction in the electromagnetic interference environment is very low because of excellent electrical stability.

On the other hand, after the driver starts the vehicle by operating the start switch, etc., the hand brake 40 is released and the shift lever 30 is moved to a range other than the P or N range, that is, the reverse (R) When the speed is changed to any one of the ranges (D), 3 speed, 2 speed and low speed (L), the hand brake switch 140 and the P and N contact switches 130a and 130b are opened. In this state, since the switch 120 is turned off again, normal control signals are provided to the solenoid valve unit 210 from the TCU 100 instead of the hydraulic release signal R from the switch 120. According to statistics, the likelihood of a sudden accident in this state is the highest. In most cases, the driver releases the brake (not shown) by moving the shift lever 30 from the P or N range back and forth. If the speed of the engine suddenly rises at the same time as the foot is released from the brake or at the moment when the accelerator pedal 60 is pressed, there is a possibility of sudden start.

In order to block sudden start in such a state, it is first necessary to confirm whether the sudden increase in engine speed is contrary to the driver's intention. This uses the information on the amount of the driver stepped on the accelerator pedal 60 and the information on the engine speed at the same time. The information on the engine speed may be obtained from the crank angle sensor or engine speed sensor such as a hall sensor provided in each vehicle, in addition to the output information of the aforementioned pulse generator or ignition pulse generator. In the following description, the output signal of the tachometer 50, which is equivalent to the above information, is used as an example.

The output signal of the tachometer 50 is provided in the form of a square wave or a sine wave according to the vehicle type, and the engine speed is represented by the frequency of the output signal. The output signal of the tachometer 50 is provided to the frequency / voltage converter 108 and converted into a voltage value Ve corresponding to the frequency, that is, the engine speed. When the converted voltage value Ve is compared with the reference voltage Vr1, the first comparator 110 outputs a high level signal. In this case, the reference voltage Vr1 is a magnitude corresponding to the minimum engine speed that can cause sudden oscillation and may vary depending on the vehicle type, for example, approximately 2.5 [V]. In some cases, the DC level of the output signal of the tachometer 50, that is, the minimum value may have a value of 0 [V] or more. In this case, in order to facilitate the signal conversion, the clamp circuit 106 is used to lower the minimum point of the tachometer's output signal to 0 [V] or less and provide it to the frequency / voltage converter 106.

Information regarding the amount of the driver's stepping on the accelerator pedal 60 can be obtained directly from the accelerator pedal 60 using a conventional position sensor (not shown) or pressure sensor (not shown) or the like, or as shown in FIG. It can also acquire using the output signal of the valve position sensor 112. FIG. The throttle valve position sensor 112 is a sensor attached to a throttle body (not shown) to detect an opening degree of the throttle valve and output a voltage corresponding thereto. That is, the voltage level of the output signal TPS of the throttle valve position sensor 112 is different depending on how much the accelerator pedal 60 is pressed. The voltage of the output signal TPS is about 1.4-1.6 [V] when the engine speed is low by slowly stepping on the accelerator pedal 60. For example, the output signal TPS does not exceed 2 [V] even when the engine speed is higher than 6000 [RPM]. . However, if the accelerator pedal 60 is suddenly stepped on, the output voltage [V] appears near 4-5 [V]. Accordingly, the second comparator 114 compares the reference voltage Vr2 of approximately 2-3 [V] with the voltage of the output signal TPS and outputs a high level signal when the latter is larger.

The switching control signal SC is provided to the switch 120 only when the first and second comparators 110 and 114 output a high level signal. To this end, as shown in FIG. 2, an AND gate 116 is provided to receive the outputs of the first and second comparators 110 and 114 and to provide a result of logic-ended to the control terminal of the switch 120. Only when the output signals of the first and second comparators are high level, the switching control signal SC is provided to the switch 120 from the AND gate 116 to open the solenoid valves.

Meanwhile, the diodes 172, 174, and 176 provided to the output terminal of the switch 120, the output terminal of the TCU 100, and the control terminal of the switch 120 are safety devices provided to prevent the flow of the reverse signal.

4 shows the configuration of the third embodiment of the sudden oscillation preventing apparatus according to the present invention. Only points that differ from the second embodiment of FIG. 2 will be described.

First, the apparatus further includes an operation preventing means for preventing the sudden start prevention device from functioning when the vehicle speed is higher than the reference speed. For example, the engine speed may suddenly increase by accelerating momentarily to overtake the preceding vehicle (eg, 4000 [RPM]), and the value of the output voltage TPS of the throttle valve position sensor 112 may be, for example, 2 [V]. Can come out over. That is, there may be a case where the outputs of the first and second comparators 110 and 114 are simultaneously displayed at the high level even when the vehicle is in normal driving. In such a situation, the sudden start device does not function because there is no need for sudden start prevention. There are various ways to prevent the function of the sudden start prevention device from working. One example is shown in FIG. Whether the speed of the vehicle is greater than or equal to the reference speed is the output signal of the speed sensor 70 for detecting and outputting the vehicle speed and / or for the second shift control solenoid valve 210b output from the TCU 100 when the vehicle speed becomes higher than the predetermined speed. The control signal (SCSV-B) is used. When the vehicle speed is above a predetermined reference speed, the speed sensor 70 provides a control signal to open the contact of the switch 185. On the other hand, when the vehicle speed is three speeds or more, the TCU 10 outputs the control signal SCSV-B to 'on', and the control signal SCSV-B that is 'on' to the control terminal of the switch 185. It can also be configured to open the contact by providing. These two methods can be employed either alternatively or in parallel. When the contact point of the switch 185 is opened by such a control signal, the path between the battery 160 and the switch 120 is blocked. The switch 120 that cannot receive power from the battery 160 can no longer output the hydraulic release signal R, so that the hydraulic release function is not operated. The switch 185 may be configured using, for example, a relay switch which opens a contact when a control signal is provided. The position of the switch 185 shown in FIG. 4 is merely an example and may be connected to, for example, an output terminal of the switch 120 wherever the position can block the generation of the hydraulic release signal R.

Second, the comparison of the engine speed using the output signal of the tachometer 50 is performed using the frequency comparator 180. The frequency comparator 180 compares the frequency of the output signal of the tachometer 50 with the reference frequency fr corresponding to the minimum engine speed that can cause sudden oscillation. If the former is larger than the latter, the frequency comparator 180 outputs a high level signal.

The third is to implement the AND gate 116 using two switches 190, 195, such as two relay switches. That is, the output terminal of the frequency comparator 180 is connected to the control terminal of the first relay switch 190, the output terminal of the comparator 114 is connected to the control terminal of the second relay switch 195, and the first and second The relay switch is connected in series with each other, and the main power is input to the input terminal of the first relay switch 190, for example, connected to the battery 160, and the output terminal of the second relay switch 195 is the switch 120. Connect to the control terminal of.

Fig. 5 shows the construction of the fourth embodiment of the sudden start prevention apparatus according to the present invention. Only differences from the third embodiment of FIG. 4 will be described. The switch 185 of the actuation preventing means of FIG. 4 is located at a line where a main power source of the switch 120 is provided or at a rear end of an output terminal of the switch 120. On the contrary, in FIG. 5, the main power supply terminal of the switch 120 is directly connected to the battery 160 without going through the operation preventing function switch, and the switch 197 serving as the function of the operation preventing means comprises two relay switches. (190, 195) and in series to configure the logic. When the operation prevention switch is connected in this way, the hydraulic release function based on the information of the tachometer 50 and the accelerator pedal 60 is not operated while the vehicle speed is maintained at a predetermined reference speed or more, but the position of the shift lever 30 The hydraulic release function based on the information regarding the locked state of the hand brake 40 can still be operated effectively. The reason why the anti-operation means is configured as described above is safety consideration in consideration of a case where an error is included in the control signal SCSV-B of the speed sensor 70 or the TCU 100.

In the above, various embodiments of the present invention have been described, but other embodiments of the new configuration may be derived by partially combining the embodiments. For example, in the third and fourth embodiments of FIGS. 4 and 5, a component or clamper 106 is further added to replace the frequency comparator 18 with the frequency / voltage comparator 108 and the comparator 110 of FIG. Configuration may be possible. And, although not shown in the drawings, it will be appreciated that it is also possible to construct a modified embodiment in which each component used as a checkpoint of the device of the present invention is replaced with the equivalent component mentioned above. It also turns out that it belongs to the scope of the present invention.

On the other hand, when the sudden start prevention device is operated, power transmission is interrupted, so that the vehicle can no longer move and unintentional sudden start does not occur. If the vehicle is started, the two speed regulating solenoid valves 210a and 210b are opened by the hydraulic release signal R, so that the speed change stage of the transmission 230 is directly connected to the first speed and the pressure regulating solenoid valve 210c. Will also be open. In this state, when the driver presses the brake, the engine will run idle, so-called stall phenomenon will occur, and if the engine speed increases beyond the stall pressure, the engine will stop. Before that, if the driver finds an abnormality and turns off the start switch, the engine stops.

In the above, a preferred embodiment of the present invention has been described. As mentioned above, the present invention unconditionally releases the hydraulic pressure of the transmission before starting the vehicle, and selectively releases the hydraulic pressure of the transmission only after the start of the engine is detected, thereby interrupting power transmission from the engine to the transmission. It is possible to prevent sudden start-up before and after starting. In addition, when the vehicle enters a step of driving at the normal speed, the sudden start prevention function is released to selectively prevent only the sudden start at the departure stage. If the device malfunctions and releases the hydraulic pressure of the transmission 230 in the normal state, the basic device of the vehicle is not controlled. Therefore, all the devices operate normally and do not cause a dangerous situation. none.

Since the unit of electrical rating of the device employed in the sudden oscillation prevention device is about several to ten volts, it is possible to construct a system that is safe from malfunction due to electromagnetic interference.

In addition, the device can prevent not only the rapid start mentioned above but also a sudden start due to a driver's mistake and a driving state in which a parking brake is applied, which is one of the mistakes that many drivers often make.

Although the above has been described with reference to a preferred embodiment of the present invention, those skilled in the art will be variously modified and changed within the scope of the present invention without departing from the spirit and scope of the invention described in the claims below. I can understand that you can.

Claims (30)

delete delete Acceleration is detected when the shift lever is located in either the stop (P) range or the neutral (N) range and / or the state in which the hand brake is in the lock or when the vehicle is started by the start means. When the amount of pedaling is less than or equal to the rate at which the vehicle is suddenly started, when the engine speed is detected to be greater than the rate at which the vehicle is suddenly started, the hydraulic pressure of the hydraulic control means for controlling the shift condition of the automatic transmission is released. The method for preventing sudden start of the automatic transmission vehicle, characterized in that the transmission of power of the engine to the automatic transmission is blocked. 4. The method for preventing sudden start and stop of an automatic transmission vehicle according to claim 3, wherein the hydraulic release function of the hydraulic control means is not exerted while the vehicle speed is maintained above a predetermined reference value. 4. The method of claim 3, wherein the amount of stepping on the accelerator pedal is measured by using an output voltage of a throttle position sensor for detecting an opening degree of an engine throttle valve, and the rotation speed of the engine is measured by using an output signal of a tachometer. How to prevent sudden start of the automatic transmission vehicle characterized in that. The method of claim 3, wherein the hydraulic release is performed by applying the hydraulic release signal to a drive coil of the solenoid valve of the hydraulic control means to open the solenoid valve. delete delete delete delete In the automatic transmission vehicle, Hydraulic control means for controlling the shift condition of the transmission by applying or releasing hydraulic pressure to each transmission element of the transmission; First means for detecting a state in which the hand brake is locked and / or the shift lever in one of a stop (P) range and a neutral (N) range to generate a first control signal; Second means for detecting a state in which the engine speed is greater than a second reference value causing sudden start of the vehicle, even if the amount of stepping on the accelerator pedal is smaller than the first reference value causing sudden start of the vehicle; And When at least one of the first control signal and the second control signal is applied, a hydraulic release signal is provided to the hydraulic control means to release the hydraulic pressure in the transmission, thereby preventing the engine power from being transmitted to the transmission. And a third means for preventing rapid start and departure of the automatic transmission vehicle. 12. The automatic transmission of claim 11, wherein the hydraulic pressure in the transmission is released by the third means applying the hydraulic release signal to the drive coil of the solenoid valve of the hydraulic control means to open the solenoid valve. Vehicle start prevention device. 12. The method of claim 11, wherein while the vehicle speed is maintained above a predetermined reference value , the third means does not generate the hydraulic release signal even if the first control signal and / or the second control signal are applied. Prevents sudden start of automatic transmission vehicles. delete delete delete delete 12. The apparatus of claim 11, wherein the second means comprises: frequency / voltage conversion means for receiving a frequency of an output signal of a tachometer corresponding to the engine speed and converting the frequency into a voltage corresponding to the magnitude; First comparing means for comparing the converted voltage with a first reference voltage; A second comparator for comparing the output voltage of the throttle position sensor corresponding to the amount of stepping on the accelerator pedal with a second reference voltage; And logic end means for outputting the control signal by logic-ending the output of the first comparator and the output of the second comparator. 12. The apparatus of claim 11, wherein the second means comprises: first detection means for outputting a predetermined logic signal only when the engine speed exceeds the first reference value; Second detection means for outputting the logic signal only when the amount of stepping on the accelerator pedal is equal to or less than a second reference value; And logic means for outputting the first control signal only when the first and second detection means simultaneously output the logic signal. 20. The apparatus of claim 19, wherein the first detecting unit comprises: a frequency / voltage converter for receiving a frequency of an output signal of a tachometer corresponding to the engine speed and converting the frequency into a voltage corresponding to the magnitude; And a first comparator configured to compare the magnitude of the converted voltage with a first reference value. 21. The apparatus of claim 20, wherein the first detecting means further comprises a clamper which lowers the level of the tachometer output signal to a reference level or lower and provides the frequency / voltage converter to the frequency / voltage converter. 20. The method of claim 19, wherein the first detection means compares the frequency of the tachometer output signal corresponding to the engine speed with a reference frequency to obtain the logic signal only when the frequency of the speedometer output signal exceeds the reference frequency. A device for preventing rapid oscillation of an automatic transmission vehicle, characterized in that the output frequency comparator. 20. The apparatus according to claim 19, wherein the second detecting means outputs a first voltage when the throttle valve in which the valve is opened is fully closed in response to the amount of stepping on the accelerator pedal, and outputs a second voltage when the valve is fully opened. And a comparator for comparing the output voltage of the throttle position sensor with a reference voltage of a predetermined size. delete 12. The apparatus of claim 11, wherein the first means comprises: a handbrake contact switch that closes only when the handbrake is in the locked position to provide drive power to the control end of the third means as the first control signal; And a shift lever contact switch which is closed only when the shift lever is positioned at any one of the stop (P) and the neutral (N) to provide the driving power to the control terminal of the third means as the first control signal. Oscillation prevention device of automatic transmission vehicle. 12. The automatic shift of claim 11, wherein the third means is a switching means for transmitting a driving power to an excitation coil of a solenoid valve of the hydraulic control means when the first or second control signal is applied and the contact is closed. Device for preventing sudden start of the vehicle. 12. The apparatus of claim 11, further comprising an operation preventing means for preventing the hydraulic release means from being operated while the vehicle speed is maintained above a predetermined reference value. 28. The apparatus of claim 27, wherein the actuation preventing means comprises: vehicle speed detecting means for outputting a deactivation signal when the vehicle speed exceeds a predetermined reference value; And shut-off means for cutting off the output of the hydraulic release signal by the third means in response to the operation release signal. delete 28. The method of claim 27, wherein whether the vehicle speed is equal to or greater than a predetermined reference value is determined by using an output of the speed sensor detecting the vehicle speed and / or a signal generated by the transmission control unit when the speed of the vehicle reaches a predetermined value. The rapid start prevention device of the automatic transmission vehicle characterized in that.