JPS641699B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a non-creep control device in a vehicle automatic transmission system having a non-creep mechanism.

In general, for vehicles such as automobiles that employ automatic transmission systems, if the shift lever is placed in the drive D position when the vehicle is stopped (when the engine is idling), the drag torque in the torque converter causes the vehicle to This results in the so-called creep phenomenon in which the

Recently, in this type of automatic transmission system for vehicles, in order to prevent creep, when the engine is idling and the vehicle is stopped, the first gear in the auxiliary transmission of the automatic transmission system is A non-creep mechanism has been developed that controls a so-called drag cut that releases the hydraulic pressure required to establish this.

The present invention enables an automatic transmission system for a vehicle having such a non-creep mechanism to perform optimal non-creep control under the control of a control circuit based on various detection signals of the driving state of the vehicle. The present invention also provides a non-creep control device for an automatic transmission system for a vehicle, which is particularly designed to prevent runaway control by a control circuit.

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

Figure 1 shows an example of the basic configuration of a power transmission system in a vehicle automatic transmission system. The power output from the engine EG via the crankshaft 1 is transmitted to the torque converter TC, the auxiliary transmission TM, and the differential transmission system. The signal is transmitted to the driving wheels W through the device DF.

The torque converter TC includes a pump impeller 2 connected to the crankshaft 1, a turbine impeller 3 connected to the input shaft 5 of the auxiliary transmission TM, both impellers 2,
The torque transmitted from the crankshaft 1 to the pump impeller 2 is hydrodynamically transmitted to the turbine impeller 3, and the torque is amplified during that time. When you get caught,
The stator 4 is designed to bear the reaction force.

In addition, in the case of the auxiliary transmission TM, a first speed gear train is connected between the input and output shafts 5 and 6 which are parallel to each other.
A second speed gear train and a third speed gear train are provided in parallel. The first speed gear train includes a drive gear 8 connected to the input shaft 5 via a clutch _C1 as a frictional engagement element for starting, and a drive gear 8 connected to the output shaft 6 via a one-way clutch _C0 . It is composed of a driving gear 8 and a driven gear 9 that mesh with each other. Also,
The second speed gear train is composed of a driving gear 10 connected to the input shaft 5 via a clutch _C2 , a driven gear 11 connected to the output shaft 6 and meshing with the driving gear 10, and a third speed gear The train is composed of a driving gear 12 connected to the input shaft 5 and a driven gear 13 connected to the output shaft 6 via a clutch _C3 and meshing with the driving gear 12.

In such an auxiliary transmission TM, if only the clutch _C1 is engaged, the drive gear 8 is connected to the input shaft 5, a speed ratio is established by the first gear train, and the speed ratio is established through this gear train. Torque is transmitted from the input shaft 5 to the output shaft 6. Next, clutch C ₁
If clutch C ₂ is engaged while still connected,
The drive gear 10 is connected to the input shaft 5 to establish a speed ratio by the second speed gear train, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train.
During that time, the output shaft 6 rotates at a higher speed than the driven gear 9 of the first gear train due to the difference in the gear ratios of the first and second gear trains, so the one-way clutch _C0 is idling. The first speed gear train is substantially brought to rest. In addition, in the connected state of clutch _C1 ,
When clutch C ₂ is disengaged and clutch C ₃ is engaged, the driven gear 13 is connected to the output shaft 6 to establish a speed ratio by the third speed gear train, and the output shaft 6 is transferred from the input shaft 5 to the output shaft 6 via this gear train. Torque is transmitted to. In this case as well, one clutch C ₀ idles to bring the first gear train to rest, similar to when the second gear train is established. The torque transmitted to the output shaft 6 is transmitted from the output gear 14 provided at the end of the output shaft 6 to the large diameter gear 15 of the differential device DF. Note that the reverse gear train and parking mechanism are omitted from the auxiliary transmission TM in FIG. 1.

In addition, Fig. 2 shows the engagement of each clutch C ₁ , C ₂ , C ₃ in the auxiliary transmission TM depending on the running condition of the vehicle.
An example of the configuration of a hydraulic system that controls tripping is shown.

In the configuration shown in the figure, the transmission control device TMC is
In response to the oil pressure sent from the pump P driven by the pump impeller 2 of the torque converter TC, a vehicle speed signal SS1 and a throttle opening signal SS are generated.
By selectively applying hydraulic pressure to each clutch C ₁ , C ₂ , and C ₃ according to a preset shift pattern based on 2, the speed of the first to third gears can be adjusted according to the running condition of the vehicle. Have them establish the ratio. Note that this transmission control device TMC itself is the same as a known one, so its details will be omitted.

Further, an oil passage 16 leading from the transmission control device TMC to the clutch _C1 is branched, and a pilot type solenoid valve 18 for cutting the drag is provided in the branch passage 17.

In the solenoid valve 18 for the drag cut, when the solenoid 32 is energized during non-creep, the pilot needle 30 is attracted inward against the spring 31 to open the orifice 27, thereby opening the upper oil chamber 21. is the return flow path 20 to tank T.
The interior of the room becomes almost atmospheric pressure, and the oil passage 1
A part of the pressure oil sent into the upper oil chamber 21 from 7 through the orifice 24 is released from the orifice 27 to the reflux path 20. At that time, the spool valve 1
9 rises to a point where it balances with the spring force of the return spring 23, thereby opening the port 26 and communicating the oil passage 17 with the return passage 20, allowing the pressure oil in the oil passage 17 to escape to the tank T with almost no resistance. It will be done.

At this time, the movement of the spool valve 19 is effectively regulated by the throttle resistance of the orifice 25, and the clutch
It works to control the pressure inside C ₁ in an extremely stable manner. At this time, the set value of the oil pressure in clutch C ₁ is selected to be approximately equal to or slightly smaller than the set load of the spring that pushes back the piston in clutch C ₁ , and clutch C ₁ is in a state where there is almost no engagement force. Therefore, the creep phenomenon of the vehicle is effectively suppressed.

Also, when canceling non-creep, solenoid 32
When deenergized, the pilot needle 30 pops out due to the return force of the spring 31 and closes the orifice 27, stopping pressure oil from escaping from the upper oil chamber 21, thereby reducing the damping effect of the orifices 24 and 25. As a result, the spool valve 19 begins to slowly descend with the return force of the return spring 23, gradually closing the port 26, so the hydraulic pressure slowly rises inside the clutch _C1 , and for a certain period of time, the spool valve 19 starts to descend slowly. The clutch engagement state is restored after the clutch state is reached.

Figure 3 shows solenoid valve 1 for drag cut.
8 shows a non-creep control device for controlling the energization and deenergization of the solenoid 32 according to the driving condition of the vehicle, and the shift position control device detects whether the shift lever is placed in the D position. Throttle sensor S1 detects whether the throttle is in the idle position
2. Read each sensor output signal from the vehicle speed sensor S3, which detects whether the running speed of the vehicle has reached zero, via the input interface 33, and make a logical judgment as to whether or not the non-creep condition is satisfied. , a CPU 34 that outputs a control command for turning on and off the drag cut according to the determination result;
The driver 35 appropriately deenergizes and energizes the solenoid 32 in the drag cut solenoid valve in accordance with control commands issued from the solenoid valve 34.

In the non-creep control device configured as described above, the CPU 34 confirms that the shift lever is in the D position based on the output signals from the sensors S1 to S3, and then the engine is idling,
When it is determined that the vehicle is in a stopped state, a drag cut-on control command is given to the driver 35, thereby energizing the solenoid 32 of the solenoid valve 18 to bring the automatic transmission system into a non-creep state. Further, when the non-creep operating conditions are no longer satisfied, the CPU 34 gives a drag cut-off control command to the driver 35, thereby deenergizing the solenoid 32 of the solenoid valve 18 and canceling the non-creep state.

In such a non-creep control device, especially in the present invention, if the control program in the CPU 34 goes out of control, there is a risk that the control of the drag cut will be disrupted. A reset circuit 36 is provided to reset the CPU 34 after a certain period of time after the edge of the signal is detected.
4, means is taken to hold the drag cut control command at the time of reset. In this case, instead of the D position detection signal, the R
A (reverse) position detection signal may also be used.

Therefore, by providing such a reset means for the CPU 34, regardless of whether the control program system runs out of control, the CPU 34 can determine whether or not the non-creep operating condition is satisfied based on the output signals from the sensors S1 to S3. After the necessary drag cut control command is issued to the driver 35, the CPU 34 is forcibly reset, and even if the clock runs out of control, the driver 35 is not affected by it and is given accurate control. Be able to give commands.
Further, after the reset, the CPU 34 waits for the next D position detection signal and starts controlling the drag cut based on the result of the determination as to whether the non-creep operation condition is established as described above.

FIG. 4 shows a specific example of the circuit configuration of the non-creep control device. Here, the shift position sensor S1 is a switch that closes the contact when the shift lever is moved to the D position, and the throttle sensor S2 is As the vehicle speed sensor S3, a switch is used that is linked to the accelerator pedal and opens the contact when the accelerator pedal is not depressed, and as the vehicle speed sensor S3, a lead that turns on and off according to the rotation of the permanent magnet MG attached to the speedometer cable is used. A switch made of RY is used.
In addition, the input interface 33 waveform-shapes the output signals of each sensor and then outputs the processed signals.
It is designed to be given to the CPU34. moreover,
The reset circuit 36 resets the CPU 3 when a reset time set by the time constant of the resistor and capacitor has elapsed after detecting the edge of the D position detection signal.
4 to output a reset signal.
In the figure, 37 is a stabilized power supply circuit to which the battery BATT is connected via the ignition switch.
In the figure, REG indicates a voltage regulator. Further, numeral 38 in the figure is a reset circuit for the CPU 34 when the power is turned on.

In addition, in the configuration shown in FIG. 4, in addition to the sensors S1 to S3, there is also a brake sensor S4, which consists of a switch that closes the contact when the brake pedal is depressed, and a brake sensor S4 that keeps the engine cooling water at a constant temperature (for example, 65 degrees Celsius). a water temperature sensor S5 that closes the contact when the temperature exceeds 100 degrees, and a rotation sensor S6 that generates a pulse signal according to the engine rotation speed.
(here, the ignition signal sent from the igniter IG to the primary side of the ignition coil IGC is picked up), and the CPU 34 reads each sensor output signal to control the drag cut more precisely according to the driving condition of the vehicle. We are making it possible for them to do this.

That is, when the vehicle is stopped with the shift lever in the D position, the brake is depressed and the engine's detected rotation speed (the CPU 34 detects the pulse signal sent from the rotation sensor S6). The non-creep operation condition includes the fact that the engine rotation speed (detecting the engine rotation speed by counting time intervals) is below a preset reference value (approximately 800 rotations) and the engine is idling. ing. Note that the throttle sensor S2 and the rotation sensor S6 double detect whether or not the engine is in an idling state. Additionally, when the water temperature sensor S5 detects that the engine cooling water is below a certain temperature, the CPU 3
At step 4, control is performed to stop the drag cut function.

As described above, in the non-creep control device for an automatic transmission system for a vehicle according to the present invention, the hydraulic pressure in the oil passage that supplies the hydraulic pressure to the friction engagement element that establishes the gear ratio for starting in the auxiliary transmission is used for drag cut. In automatic transmission systems for vehicles, which have a non-creep mechanism that achieves the non-creep function by opening and discharging the valves of the According to the sensor output signals, it detects that the vehicle's shift lever is in the drive position, the vehicle's engine is in the idling state, and the vehicle is in the stopped state, and each of these states is detected simultaneously. A control command to open the valve is given to the driver that drives the valve after the non-creep operation condition is established, and a reset circuit causes the shift lever to be placed in the drive position based on the output signal of the shift position sensor. The control circuit is reset after a predetermined period of time has elapsed from the time when it is detected that the valve has opened or closed, and the control command for opening or closing the valve issued from the control circuit at that time is maintained. This allows optimal non-creep control to be performed depending on the vehicle's driving conditions, and
In particular, it has the excellent advantage of reliably preventing runaway control by the control circuit.

[Brief explanation of drawings]

Figure 1 is a simplified configuration diagram showing an example of the configuration of a power transmission system in a vehicle automatic transmission system, and Figure 2 is a simplified configuration diagram showing an example configuration of a hydraulic system in a vehicle automatic transmission system with a non-creep mechanism. FIG. 3 is a block diagram showing the basic configuration of a non-creep control device according to an embodiment of the present invention, and FIG. 4 is an electrical connection diagram showing a specific circuit configuration of the same embodiment. 18... Solenoid valve for drag cut, 3
0... Pilot needle, 32... Solenoid, 33
...Input interface, 34 ...CPU, 35
...Driver, 36...Reset circuit, EG...
Engine, TC...torque converter, TM...
Auxiliary transmission, DF...differential device, _C1 to _C3 ...clutch, TMC...hydraulic control device, S1...shift position sensor, S2...throttle sensor,
S3...Vehicle speed sensor.

Claims (1)

[Claims] 1. A non-creep system that performs a non-creep function by opening the drag cut valve and removing the hydraulic pressure in the oil passage that supplies hydraulic pressure to the friction engagement element that establishes the gear ratio for starting in the auxiliary transmission. In automatic transmission systems for vehicles with a mechanism, the control circuit causes the vehicle's shift lever to be placed in the drive position according to sensor output signals from the shift position sensor, throttle sensor, and vehicle speed sensor. can be,
It detects that the vehicle engine is in an idling state and that the vehicle is in a stopped state, and asks the driver who drives the valve to open the valve after establishing a non-creep operating condition in which each of these states is detected simultaneously. At the same time, the reset circuit waits for a preset period of time to elapse from the time when it is detected from the output signal of the shift position sensor that the shift lever has been placed in the drive position. 1. A non-creep control device for an automatic transmission system for a vehicle, characterized in that the control circuit is reset and the valve open or close control command issued from the control circuit at that time is held.