JPH0260528B2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to an automatic transmission for a vehicle.

[Description of prior art]

BACKGROUND OF THE INVENTION Conventional automatic transmission devices include those in which shift control is performed independently of engine control, and those in which shift control is related to engine control and perform engine control together with shift control. If the shift control is performed independently of the engine control, the shift control does not affect the engine control, so the state of the shift control side does not pose a problem in engine control tests. On the other hand, in cases where gear shift control is related to engine control and performs engine control together with gear shift control, the engine control mode changes depending on the status of the gear shift control, making it difficult to test engine control. The problem was that I couldn't do it.

[Purpose of the invention]

The present invention has been made based on the above viewpoints, and
An object of the present invention is to provide an automatic transmission for a vehicle that can easily test engine control without being influenced by the speed change control when the speed change control is related to engine control.

[Means to achieve the purpose]

In the automatic transmission for a vehicle in which the speed change control means is associated with the engine control means and performs both speed change control and engine control, the engine control means can stop the control by the speed change control means and be free from the influence of the control. The above objective is achieved by an automatic transmission system for a vehicle that has means for switching to a mode in which the engine can be controlled by the engine, and means for requesting switching to the mode when a predetermined condition is met by external operation. achieve.

[Embodiments of the invention]

FIG. 1 is a block diagram showing an embodiment of the present invention.

In the figure, 1 is a diesel engine, 2 is a clutch, 3 is a transmission, and 4 is a wheel drive system. The driving of the engine 1 is controlled through fuel supply from a fuel control device 5. Clutch 2 and transmission 3
are driven by a clutch drive 6 and a transmission drive 7, respectively. A clutch sensor 8 detects the state of the clutch 2, and its sensor output is applied to a clutch position detection circuit 9, which outputs a clutch position signal representing the actual state of the clutch 2. Numeral 10 is a gear position sensor that detects the gear position of the transmission 3, and its sensor output is given to a gear position detection circuit 11, which outputs a gear position signal representing the actual gear position of the transmission 3. Ru. 12 is an optimum gear position calculation circuit which inputs the gear position signal from the gear position detection circuit 11 and also calculates the select position of the shift lever;
The accelerator operation amount and vehicle speed are input, and based on these, an optimal gear position signal representing the optimal gear position of the transmission 3 according to the select position of the shift lever is output. 13 is a gear change control circuit which inputs a clutch position signal from a clutch position detection circuit 9, a gear position signal from a gear position detection circuit 11, and an optimum gear position signal from an optimum gear position calculation circuit 12, and changes the clutch position via a switching circuit 14. Drive device 6
The outputs are a clutch control signal applied to the transmission drive unit 7 via the switching circuit 15, a transmission control signal applied to the transmission drive device 7 via the switching circuit 15, and a switching signal applied to the switching circuit 17 via the switching circuit 16. The switching circuit 17 has two switching contacts a,
b, and one contact a is connected to the engine control circuit 1.
The control output of the engine control circuit 19 at the time of gear change is applied to the other contact b, and its common is connected to the fuel control device 5. Such a switching circuit 17 selects the contact a when the switching signal given from the gear change control circuit 13 is at L level, and selects the other contact b when the switching signal becomes H level. When the gear position of the transmission 3 is not the optimum gear position, the gear change control circuit 13 provides a control signal to the clutch drive device 6 and the transmission drive device 7, and changes the gear position to the optimum gear position while checking the clutch position and gear position that are fed back. At the same time, during the gear change control, the switching signal is set to H level and the switching circuit 17 is switched to the contact b side. The engine control circuit 18 inputs the engine speed, the accelerator operation amount, the select position of the shift lever, and the operation signal of the governor mode changeover switch for switching the governor characteristic to the limit speed characteristic or the all speed characteristic, and based on these inputs, the engine control circuit 18 adjusts the fuel consumption. The injection amount is calculated and given to the fuel control device 5 as a control output. The gear change engine control circuit 19 inputs the gear position signal from the gear position detection circuit 11 as well as the vehicle speed and engine rotational speed, calculates the fuel injection amount at the time of gear change based on these, and uses this as a control output to output the fuel. to the control device 5. 20 has 5 inputs and 1 output
It is an AND circuit, and its output is used as a switching circuit 14,
15 and 16 are opened and closed. In this example,
When the output of the AND circuit 20 is at the L level, the switching circuits 14, 15, and 16 are closed, and the output from the AND circuit 20 is at the L level.
It becomes open state at level. 21a, 21b, 21
C, 21d, and 21e are latch circuits, and the latch outputs of these latch circuits are input to the AND circuit 20. An emergency switch operation signal is applied to the latch circuit 21a as a latch input. An emergency switch is a pull-type switch that is prepared to enable the car to move, for example, in the event that the select position signal is not output due to a shift lever failure and the car is unable to move. H while being stretched
A level signal is given, and an L level signal is given in a normal non-operation state. Latch circuits 21b, 21c, 2
Operation signals for a cruise main switch, a cruise set switch, and a cruise resume switch are applied to 1d as latch inputs, respectively. The cruise main switch, cruise set switch, and cruise jam switch are operation switches for a cruise control device (not shown).The cruise main switch is a switch for enabling the cruise control device, and the cruise set switch is for setting the cruise vehicle speed. The cruise resume switch is a switch for returning the vehicle to the cruise mode before the temporary release when the cruise mode is temporarily released. The cruise set switch and cruise resume switch are button switches that give an H level signal when pressed, and give an L level signal when not operated.
Gives a level signal. A shift lever neutral operation signal is applied to the latch circuit 21e as a latch input. The shift lever neutral operation signal provides an H level signal when the shift lever is operated to the neutral position, and becomes an L level signal at other positions. 22 is a latch pulse generating circuit which applies a latch pulse to each of the latch circuits 21a to 21e when the ignition switch 23 is closed.

With the above configuration, the switching circuit 14,
15 and 16 are in the closed state, a clutch control signal is sent from the gear change control circuit 13 to the clutch drive device 6, transmission drive device 7, and switching circuit 17.
Transmission control signals and switching signals can be provided. Therefore, when the gear position of the transmission 3 is not the optimum gear position calculated by the optimum gear position calculation circuit 12, the gear change control circuit 13 controls the clutch 2 and The transmission 3 is controlled, and the switching circuit 17 is connected to the gear change control circuit 1.
By switching to the contact b side by the H level switching signal No. 3, the engine 1 is controlled by the engine control circuit 19 during gear change. Since such automatic transmission is well known, it will not be described in further detail here. Under conditions where such control is performed, the engine 1
is affected by the gear change control and is controlled by the engine control circuit 19 during gear change, so a control test of the engine 1 by the engine control circuit 18 cannot be performed.

When performing a control test of the engine 1 by the engine control circuit 18, the shift lever is selected to the neutral position, and the emergency switch, cruise main switch, cruise set switch, and cruise resume switch are all in the operating state, that is, the cruise main switch. The switch is turned on, the emergency switch is pulled, and the cruise set switch and cruise resume switch are pressed, and the ignition switch 23 is closed in this state. As a result, the latch data of the latch circuits 21a to 21e all go to the H level, so the output of the AND circuit 20 goes to the H level, and the switching circuits 14, 15, and 16 become open. As a result, the gear change control circuit 13
The supply of the clutch control signal, the transmission control signal, and the H level switching signal is cut off, the switching circuit 17 is held on the connection a side, and the engine 1 is placed under the control of the engine control circuit 18. The operation of selecting the shift lever to the neutral position and turning on the ignition switch while operating the emergency switch, cruise main switch, cruise set switch, and cruise volume switch is not something that would normally be performed.
Furthermore, since it is difficult for one person to operate the engine 1, the engine 1 will not be inadvertently placed under the control of the engine control device 18 alone.

FIG. 2 is a configuration diagram showing another embodiment of the present invention,
Components having the same reference numerals as those in FIG. 1 indicate the same items. In the figure, 30 is a microcomputer, 31 is an input circuit, and 32 is an output circuit. Clutch position signal from clutch position detection circuit 9, gear position signal from gear position detection circuit 11, vehicle speed, engine rotation speed,
Accelerator operation amount, shift lever select position,
The operation signal for the governor mode selector switch, the operation signal for the economy mode switch that requests fuel-saving driving, the operation signal for the emergency switch, the operation signal for the cruise main switch, the operation signal for the cruise set switch, and the operation signal for the cruise resume switch. , are applied to the microcomputer 30 via the input circuit 31. Microcomputer 3
0 calculates the optimum gear position and determines whether or not a gear change is necessary through comparison with the actual gear position, and when a gear change is necessary, outputs the clutch drive device 6 and the transmission drive device via the output circuit 32. 7 and also gives an engine control signal at the time of gear change to the fuel control device 5,
In addition to controlling the gear change, it also provides an engine control signal to the fuel control device 5 via the output circuit 32 based on the accelerator operation amount and engine speed to control the engine, and also controls the emergency switch, cruise main switch, and cruise control. It is possible to determine whether there is a request for a test mode in which only engine 1 is controlled based on the set switch, cruise resume switch, and neutral operation, and to control engine 1 without being affected by shift control when a request is made. It has a function to switch to a test mode that can be used. The gear change control function and engine control function of the microcomputer 30 are well known and will not be described in further detail.

FIG. 3 is a control flowchart for the configuration shown in FIG. 2, showing the process of switching to the test mode. The switching control to the test mode of the configuration shown in FIG. 2 will be explained below with reference to FIG. 3.

The microcomputer 30 starts a control program when an ignition switch (not shown) is closed, and initializes and sets flags F ₁ and F ₂ .
After the "0" processing, the process enters step 40. In step 40, it is determined whether the flag _F1 is "1". If step 40 is entered for the first time after the program starts, flag _F1 is set to "0".
Therefore, the process advances to the next step 41. In step 41, it is determined whether or not the shift lever is in neutral based on the select position of the shift lever. If the select position is in neutral, the process proceeds to the next step 42, and if it is not in neutral, the process proceeds to step 43 where flag F is set. After setting ₁ to "1", the process returns to step 40. In step 42, it is determined whether or not the cruise main switch is turned on based on the operation signal of the cruise main switch, and if the cruise main switch is turned on, the process proceeds to the next step 44. , if not, the process moves to step 43, sets the flag _F1 to "1", and then returns to step 40. In step 44, it is determined whether or not the cruise set switch is pressed based on the operation signal of the cruise set switch.
If the cruise set switch is pressed, the process advances to the next step 45; if it is not pressed, the process advances to step 43, sets the flag _F1 to "1", and then returns to step 40.In step 45, the cruise set switch is set. Based on the operation signal of the charge switch, it is determined whether or not the cruise charger switch is pressed, and if the cruise charger switch is pressed, the next step 4 is performed.
Proceed to step 6, and if it is not pressed, proceed to step 43, set flag _F1 to "1", and then proceed to step 40.
Return to In step 46, it is determined whether the emergency switch is pulled or not based on the operation signal of the emergency switch, and if the emergency switch is pulled, the next step 4 is performed.
Proceed to step 7, set flag _F2 to ``1'', then enter step 43. If it is not pulled, immediately proceed to step 43, and set the flag of step 43.
The process returns to step 40 through the "1" processing of _F1 . Since the flag _F1 always returns to the state of "1" at step 40, when returning to step 40,
From step 40, step 48 is entered and step 41 is no longer reached. Step 4
In step 8, it is determined whether the flag _F2 is "1" or not.
If the flag F ₂ is "1", the process returns to step 40 via the test mode of step 49, and if the flag F ₂ is not "1", the process returns to step 40 via the normal control of step 50. In the test mode at step 49, only engine control is performed and gear change control is not performed. Therefore, in the test mode, only engine control can be performed without being affected by shift control.
In the normal control at step 50, normal speed change control and engine control are performed. Set flag F ₂ to “1”
Step 4 to enter test mode.
At 1, 42, 44, 45, 46, the shift lever is in the neutral position and the cruise main switch is activated.
It is necessary that the cruise set switch, cruise resume switch, and emergency switch are all in the operating state, and furthermore, the judgment whether or not they are in the operating state is made only once immediately after the start of the program. As described in the previous embodiment, it is necessary to select the shift lever to the neutral position and turn on the ignition switch while the cruise main switch, cruise set switch, cruise volume switch, and emergency switch are all in the operating state. Therefore, the test mode will not be entered carelessly.

FIG. 4 is a control flowchart showing an example of the test mode of step 49 in FIG. In the test mode, first, in step 60, a determination is made as to whether it is a limit speed characteristic or an all speed characteristic based on the operation signal of the governor mode changeover switch. If it is the limit speed characteristic, the process proceeds to the next step 61, where it is determined whether or not the economy mode is requested based on the operation signal of the economy mode switch. Governor control is performed according to the economy mode, and if the economy mode is not requested, normal governor control is performed in step 63. On the other hand, if it is determined in step 60 that the all-speed characteristic is present, the process moves from step 60 to step 64, where governor control is performed in accordance with the all-speed characteristic.

In each of the embodiments described above, when the shift lever is operated to the neutral position, the emergency switch is activated.
Although it is possible to switch to engine control by simultaneously operating the cruise main switch, cruise set switch, and cruise resume switch, the present invention is not limited to this, and any switch may be used unless there is a risk that they will be operated at the same time. is possible. Further, in each of the above embodiments, automatic gear shifting is performed by controlling a normal clutch and transmission, but the present invention can be widely applied to other automatic transmission systems in which gear shifting control is related to engine control.

〔Effect of the invention〕

As explained above, according to the present invention, the configuration is such that it is possible to cancel the speed change control and switch to a mode in which engine control can be performed without being affected by the control, and when predetermined external operating conditions are satisfied. To provide an automatic transmission for a vehicle, in which the mode is switched to the above-mentioned mode, so that even when the transmission control is related to the engine control, it is possible to easily test the engine control without being affected by the transmission control. Can be done.

[Brief explanation of drawings]

FIG. 1 is a configuration diagram showing one embodiment of the present invention, and FIG.
This figure is a configuration diagram showing another embodiment of the present invention, and FIGS. 3 and 4 are control flowcharts of the configuration shown in FIG. 2. 1...Engine, 2...Clutch, 3...Transmission, 5
... Fuel control device, 6... Clutch drive device, 7... Transmission drive device, 8... Clutch sensor, 9... Clutch position detection circuit, 10... Gear position sensor, 11...
Gear position detection circuit, 12... Optimum gear position calculation circuit, 13... Gear change control circuit, 14, 15,
16...Switching circuit, 17...Switching circuit, 18
...Engine control circuit, 19...Engine control circuit during gear change, 20...AND circuit, 21a, 21
b, 21c, 21d, 21e...Latch circuit, 22
...Latch pulse generation circuit, 23...Ignition switch, 30...Microcomputer.

Claims (1)

[Claims] 1. The speed change control means is related to the engine control means,
In an automatic transmission for a vehicle that performs engine control as well as speed change control, means for stopping control by the speed change control means and switching to a mode in which the engine control means can control the engine without being affected by the control; An automatic transmission device for a vehicle, comprising means for requesting switching to the mode when a predetermined condition is satisfied by operation. 2. The automatic transmission for a vehicle according to claim 1, wherein the means for requesting switching requests switching when a plurality of operations that are normally not performed simultaneously are satisfied.