JPH0115414B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a transmission control device.

Conventional transmissions do not control the rotational speed of the engine when changing gears, and therefore the engine rotational speed changes rapidly when changing gears. This sudden change in engine rotation is applied as a large shock to the operator, causing discomfort, and has the drawback of generating a large torque change in the transmission clutch, accelerating wear of the clutch, and having a negative impact on durability. Ta.

Therefore, as a method for alleviating the shock during gear shifting, a method has been proposed in which the response of the hydraulic system is slowed down when changing gears to smooth the clutch transition. However, the reality is that such control by the hydraulic system alone has its limits, and cannot significantly alleviate the shock during gear shifting.

The present invention has been made in view of the above-mentioned points, and provides a transmission control device that suppresses drastic changes in engine rotational speed and reduces and alleviates shocks by matching the engine rotational speed to the rotational speed that changes after the gearshift. This is what we provide.

The present invention will be described in detail below based on one embodiment of the accompanying drawings.

In FIG. 1, the output of an engine 1 is transmitted to wheels 6 via a torque converter (hereinafter simply referred to as a torque converter) 2, a transmission 3, and a shaft 5, and an accelerator pedal 7 is connected to a link mechanism 8 and a throttle. It is connected to a throttle lever 9a of a fuel pump 9 via a torque actuator 10. A torque converter output rotational speed sensor (hereinafter simply referred to as a sensor) 17 detects the rotational speed of the output shaft of the torque converter 2 and outputs a pulse signal Pn of a corresponding period. A throttle opening sensor (hereinafter simply referred to as sensor) 18 detects the position of the accelerator pedal 7 and outputs a corresponding throttle opening signal _es . The transmission control device 20 determines whether to shift up or down the speed gear based on the signals Pn and _es , and uses the speed gear control signals Sa to Sd and the engine acceleration signal e _u ,
Outputs deceleration signal e _d . And the control signal Sa~
A plurality of, for example, four speed stage output valves 4 of the transmission 3 are driven by Sd to perform speed stage switching control. Further, the throttle actuator 10 is driven by the signal e _u or e _d to perform acceleration or deceleration control of the engine 1 .

By the way, when the transmission 3 is in the neutral position, the acceleration characteristics and deceleration characteristics of the engine 1 are respectively at the second level.
As shown in Figures a and b, it changes almost linearly. Therefore, by setting the time for accelerating the engine and the time for decelerating the engine to appropriate values, it is possible to match the engine rotational speed to the rotational speed that will change after the gear shift.

Counter 21 of transmission control device 20 (Fig. 3)
counts the pulses Pn input from the sensor 17 at regular intervals. The count value _nc of this counter 21 corresponds to the torque converter output shaft rotational speed Nc. A shift-up digital comparator (hereinafter simply referred to as a comparator) 22 inputs the value n _b corresponding to the shift-up set rotational speed Nb and the input from the counter 21.
n _c and outputs a shift up pulse Pu when n _c > n _b (Nc > Nb). Digital comparator for downshift (hereinafter simply referred to as comparator) 23
is the value n _a corresponding to the shift-down setting rotation speed Na
and the input n _c from the counter 21, n _c < n _a
When (N _c < _Na ), a shift down pulse Pd is output. Then, the torque converter output shaft rotational speed Nc is always controlled within the range of the set rotational speeds Na and Nb. The values n _b and n _a of these comparators 22 and 23 are the throttle opening signal from the throttle opening sensor 18.
e _s is beginning to change. The up-down counter 24 counts up every time the shift-up pulse P _u is input, and counts down every time the shift-down pulse P _d is input. The contents of this up-down counter 24 correspond to the speed stages of the transmission 3. The decoder 25 decodes the contents of the up-down counter 24 and outputs speed control signals Sa to Sd, and drives the speed output valve 4 (FIG. 1) to change the speed of the transmission 3.

Now, when the shift up pulse P _u is output and the speed gear of the transmission 3 is shifted up, it is necessary to reduce the engine rotation speed, and conversely, the shift down pulse P _d is output and the speed gear is shifted down. In this case, it is necessary to increase the engine speed. Timers 26 and 27 are used to set the deceleration time td and acceleration time tu during gear shifting of the engine 1, and when the shift up pulse Pu is applied, the timer 26 outputs an engine deceleration signal e _d for a predetermined time td. . The timer 27 outputs an engine acceleration signal e _u for a predetermined time tu when the shift down pulse P _d is applied. These acceleration time tu and deceleration time td are set to optimal values based on the acceleration and deceleration characteristics of the engine shown in FIGS. 2a and 2b. Incidentally, it takes about 1 second for the speed of the transmission 3 to change, so the acceleration time tu and the deceleration time td may be set to about 0.8 to 0.9 seconds. Each of these signals e _d , e _u is applied to the throttle actuator 10 .

The throttle actuator 10 is connected to each rod 8a, 8b of the link mechanism 8, for example, as shown in FIG.
It is comprised of two pneumatic cylinders 11, 12 that connect the two pneumatic cylinders 11, 12, and pneumatic solenoid valves 13, 14 that control the respective pneumatic cylinders 11, 12. Solenoid valve 1
3 is a deceleration solenoid valve which is switched to position 13B when a signal _ed is applied and solenoid 13S is energized. The solenoid valve 14 is an acceleration solenoid valve, and when a signal e _u is applied and the solenoid 14S is energized, it moves to position 14B.
can be switched to When the signals e _d and e _u are 0, the solenoid valves 13 and 14 are at positions 13A and 1, respectively, as shown.
It has been switched to 4A. In such a state, the cylinders 11 and 12 are respectively extended and shortened by the spring force, and the rods 8a and 8b
They are directly connected via 1 and 12.

In this directly connected state, when the operator depresses the accelerator pedal 7 (in the direction of arrow A), the rod 8
a and 8b shift to the right (in the direction of arrow B), the throttle lever 9a rotates clockwise (in the direction of arrow C), and the engine rotational speed increases. When the accelerator pedal 7 is released, the rods 8a and 8b
moves to the left (in the direction of arrow B'), and the throttle lever 9a rotates counterclockwise (in the direction of arrow C').
Engine speed decreases.

Suppose now that a shift up pulse P _u is output. The timer 26 outputs the signal _ed for a time td after this pulse P _u is input, and switches the solenoid valve 13 to the position 13B. When the solenoid valve 13 is switched to position 13B, compressed air flows into the cylinder 11 from the pneumatic source 15 and the cylinder 11 is shortened against the spring force. Therefore, regardless of the accelerator pedal position, the rod 8b is moved to the left and the throttle lever 9a is rotated counterclockwise. Then, during the deceleration time _td , the engine rotational speed decreases to approximately the predicted rotational speed of the torque converter output shaft after the shift. After the deceleration time td has elapsed, the gear position of the transmission 3 is shifted up. Therefore, sudden changes in engine rotational speed during gear shifting can be suppressed.

In contrast to the above, when the downshift pulse Pd is output, the timer 27 outputs the signal e _u for the time Tu, and the solenoid valve 14 is switched to the position 14B. Therefore, from the pneumatic source 15 to the cylinder 12
Compressed air flows in, the cylinder 12 is expanded against the spring force, and the throttle lever 9a is rotated clockwise regardless of the position of the accelerator pedal. Then, during the acceleration time tu, the engine rotational speed increases almost to the predicted rotational speed after the shift. Then, after the acceleration time tu has elapsed, the speed gear of the transmission 3 is downshifted. Therefore, sudden changes in engine speed during gear shifting can be suppressed. In this way, the engine rotation speed is lowered when the gear of the transmission 3 is shifted up, and increased when it is shifted down to match the predicted rotation speed of the torque converter output shaft of the transmission, thereby suppressing sudden changes in the engine rotation speed during gear shifts. , to cushion the impact.

In this embodiment, a case has been described in which the throttle actuator is composed of a pneumatic cylinder and a pneumatic solenoid valve, but the throttle actuator is not limited to this.
Alternatively, it may be configured with a DC solenoid or the like.

As explained above, according to the present invention, by controlling the acceleration or deceleration of the engine rotation speed to match the predicted rotation speed after the gear change when the speed gear of the transmission changes, drastic changes in the engine rotation speed can be suppressed and It is possible to reduce and alleviate the impact extremely well, thereby eliminating the operator's discomfort. Furthermore, there are excellent effects such as extremely small torque changes in the clutch portion of the transmission, less wear on the clutch portion, and improved durability.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an example of an engine drive system using a transmission control device according to the present invention, FIGS. 2a and 2b are diagrams showing an example of engine acceleration and deceleration characteristics, respectively, and FIG. FIG. 4 is a block diagram showing an embodiment of a transmission control device according to the present invention, and FIG. 4 is a diagram showing an embodiment of a throttle actuator used in the device of the present invention. 1... Engine, 2... Torque converter, 3... Transmission, 4... Speed stage output valve, 5... Shaft,
6...wheel, 7...accelerator pedal, 8...
Link mechanism, 9a...Throttle lever, 10...
...Throttle actuator, 17, 18... Sensor, 15... Air pressure source, 20... Transmission control device.

Claims (1)

[Scope of Claims] 1. The time required to make the rotational speed of the torque converter output shaft almost match the predicted rotational speed after shifting is set based on the acceleration and deceleration characteristics of the engine, and the accelerator pedal and the throttle lever are operated during the set time according to the shift signal. A transmission control device that controls the engine rotation speed by driving a throttle actuator that connects the engine. 2. The transmission control device according to claim 1, wherein the throttle actuator includes two cylinders that connect an accelerator pedal and a throttle lever, and electromagnetic valves that respectively control the cylinders.