JPH0323378B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic transmission control system using a general friction plate clutch for a vehicle.

Generally, a friction plate clutch is used in the clutch of a vehicle equipped with a manual transmission, and many attempts have been made to automatically control this clutch to obtain an automatic transmission. This is because it can be manufactured at a lower cost and has better fuel consumption than automatic transmissions that use torque converters.

However, in the case of a friction plate clutch type automatic transmission, it is very difficult to put it into practical use for the following reasons. Not only is it difficult to control when starting, but
Clutch reconnection control after shifting is very delicate; if the clutch and throttle are not controlled properly according to various conditions, the clutch may continue to slip and the engine may start revving.
On the other hand, a major problem is that the clutch is engaged too quickly, causing gear shift shock and poor feeling.

This invention is an automatic transmission in which a general friction plate clutch is used to automatically perform clutch operation and throttle operation, and the clutch can be re-engaged after shifting without a shock and without engine revving. Therefore, when shifting to a high gear, the throttle servo is closed from the time the gear shift signal is input to the position detected by the clutch stroke detector just before the clutch is engaged, and the engine rotation is reduced to the same degree as the rate at which the reduction ratio decreases. When shifting to the gear side, close the throttle for a certain period of time from the time the gear shift signal is input,
After that, until the clutch connection is completed, the clutch closes for a certain period of time every time a constant multiple of the engine rotational speed at the time of inputting the gear shift signal, for example, a gear speed reduction ratio multiple, is detected.
An object of the present invention is to provide an automatic transmission control device that controls the engine rotational speed to a rotational speed corresponding to the speed reduction ratio times the post-shift speed reduction ratio and is preferable in terms of feeling.

An embodiment of the present invention will be described in detail below with reference to the drawings. Figure 1 shows the overall configuration. 1 is an engine, 10 is a control circuit composed of electronic circuits, and 30 is an engine ignition device, which is used to detect the engine rotation speed. .
31 is a clutch stroke detector for detecting the connection state of the clutch, 47 is a select shaft incorporated in the transmission, 48 is a lever fixed to the select shaft 47, 49 is an actuator for changing gears, 50 51 is a piston connected to the rod that is operated by negative pressure in the intake pipe of the engine 1; 52 is an air cylinder of the actuator 49; 53 and 54 are pressure chambers of the actuator 49; is the carburetor of engine 1,
56 is an intake manifold; 57 is a negative pressure passage for guiding the negative pressure within the intake manifold 56; 58, 5;
9 branches from the negative pressure passage 57 and connects the actuator 4
9, a check valve 60 is provided in the negative pressure passage 57 and closes the passage when the pressure on the intake manifold 56 side becomes high; 61 is a negative pressure tank for storing negative pressure; 62, 63; 64 and 65 are solenoid valves for selecting whether to lead negative pressure to the negative pressure chamber 53 or 54 of the actuator 49 or to release it to the atmosphere, and for operating the piston 51 to the left or right. 67 is a low speed side fixed terminal of the manual switch 66, 68 is a high speed side fixed terminal of the manual switch 66, 69 is a movable terminal, and 70 is a clutch disengagement detector that detects that the clutch is completely disengaged. The switch 71 is an engine key switch, 72 is a battery, and 87 is a clutch control lever for controlling engagement and engagement of the clutch, which also operates the clutch stroke detector 31. 88 is a rod connected to the clutch control lever 87, 89 is an actuator for controlling the engagement of the clutch, 90 is a diaphragm that operates the clutch via the rod 88 and the clutch control lever 87 by negative pressure, and 91 is a portion inside the actuator 89. , 91' is a passage for introducing atmospheric air or negative pressure into the pressure chamber 91, 93 is an air cleaner, and 95 is a passageway for introducing negative pressure from the negative pressure tank 61 into the pressure chamber 91 of the actuator 89, or air cleaner 93. 96 is a throttle valve for the engine 1; 97 is an operating lever for the throttle valve; 98 is a solenoid for controlling the engine speed during gear shifting; 99 is solenoid 98
101 is a rod that connects the solenoid 98 and the operating lever 97; 102 and 103 are switches that operate in conjunction with the rod 50 of the actuator 49 for changing gears; 104' is a lever interlocked with the gear shift lever 48, and 105 to 108 are terminals, and when the gear shifts to the low speed side, 105 and 10 are used.
6 is cut off, and 107 and 108 are connected. 1
09 to 112 are also terminals, and when the gear shifts to the high speed side, 109 and 110 are cut off, and 111 and 1
12 are connected. 113 and 114 are movable pieces of the switches 102 and 103; 115 and 116 are springs that act on the movable pieces; 117 is a low-speed operation indicator light that lights up when the gear is shifted to a low gear;
8 is a high speed operation indicator light that lights up when the gear is shifted to a high speed gear.

Figure 2 shows a block diagram of the control circuit, 11 is a power supply circuit that supplies power to this system, 12 is a power supply circuit that checks system operation every time a gear shift is performed, and creates a standby state for the next operation. A power-on preset circuit 13 is a switch 102 interlocked with the gear shift actuator 49.
gear stage detection circuit for detecting the gear stage from 103;
4 is a clutch disengagement detection circuit that detects that the clutch is completely disconnected; 15 is an engine rotation speed detection circuit that is connected to the engine ignition device 30 and detects the engine rotation speed; and 16 is a clutch of the clutch control actuator 89. A clutch stroke detection circuit 17 detects the position of the clutch friction plate based on the output from a clutch stroke detector attached to the control lever, and a clutch stroke detection circuit 17 determines whether to shift to a high gear or a low gear based on a command from a manual switch 66. A shift signal generation circuit that outputs a shift signal; 18 is an engine rotation speed storage circuit that stores the engine rotation speed when a signal is output from the shift signal generation circuit 17 when shifting from a high gear to a low gear; 19 is an engine rotation speed storage circuit; A comparison circuit that compares the value stored in the rotation speed storage circuit 18 and the engine rotation speed during rotation; 20 is a clutch cutoff control circuit that controls the cutoff of the solenoid valve 95 for the clutch control actuator 89; 21 is a clutch disconnection detection circuit 14; A shift control circuit operates the solenoid valves 64 and 65 for the shift actuator in response to a signal from the shift position detection circuit 13, and a shift position signal from the shift position detection circuit 13 and the clutch stroke detection circuit 1.
Throttle opening/closing control solenoid 98 is activated by the clutch friction plate position signal and engine speed signal from 6.
23 is a clutch engagement control circuit that controls engagement of the solenoid valve 95 for the clutch control actuator 89.

Next, the operation of the apparatus of the above embodiment will be explained. FIG. 1 shows the entire apparatus for automatically changing gears using a manual switch such as a push button, and shows a state in which the vehicle is running at a high speed. At this time, the engine key switch 71 is on, the clutch disconnection detection switch 70 is off because the clutch is connected, and the fixed terminal 68 and movable terminal 69 of the manual switch 66 are connected. The switch 102 is the spring 11
5 connects terminals 105 and 106,
Terminals 111 and 112 of the switch 103 are connected by pressing a lever 104' which is interlocked with the shift lever 48, and the high speed operation indicator light 118 is lit. A solenoid 98 that operates the throttle lever 96, solenoid valves 64 and 65 that operates the shift lever 48, and a clutch control lever 8.
The solenoid valves 95 that operate the solenoid valves 7 and 7 are inactive because the current from the battery 72 is cut off by the manual switch 66 and the stop switch 104. Therefore, the throttle valve 96 is open and can be operated by the accelerator pedal, and the gear shift lever 48 is in the pressure chamber 53 of the actuator 49,
54 is exposed to the atmosphere, the piston 51 remains in the high speed side state where it was moved during gear shifting. At this time, the negative pressure flows from the intake manifold 56 to the negative pressure passage 57, to the check valve 60, to the negative pressure tank 6.
1. Although it acts up to the negative pressure passage 57, it is blocked by the solenoid valves 64 and 65, and the atmospheric pressure is passed from the atmosphere opening passage 62 to the solenoid valve 64 and the branch passage 5.
8 to the negative pressure chamber 54 of the actuator 49, and another atmospheric release passage 67 also acts on the pressure chamber 53 via the solenoid valve 65 and the branch passage 59. Since the solenoid valve 95 of the clutch control lever 87 is not activated, the atmosphere side passage is in a conductive state, and the atmosphere is introduced from the air cleaner 93 through the passage 91' into the pressure chamber 91 of the actuator 89, so that the clutch is not connected. I'm moving to the side where I'm being treated.

Next, from this state, switch the manual switch 66,
A case of shifting to a lower speed side will be explained. By connecting the movable terminal 69 of the manual switch 66 to the fixed terminal 67 side, the dotted line circuit on the fixed terminal 67 side is energized, the clutch control solenoid valve 95 is operated, the atmospheric side valve is closed, and the negative pressure side valve is closed. By opening the negative pressure tank 61, the negative pressure is transferred to the passage 91'.
The clutch control lever 87 is moved in the direction in which the clutch is disengaged by suctioning the diaphragm 90 by negative pressure. The amount of movement is detected by a clutch stroke detector 31. Further, the clutch disengagement detection switch 70 detects that the movement is completed and the clutch is completely disengaged.

At the same time that the clutch control solenoid valve 95 operates, the throttle control solenoid 98 is also energized, and the throttle valve 96 operates to close even if the accelerator pedal is depressed. This is because when the clutch is disengaged, the load on the engine 1 is removed, preventing the engine's rotational speed from increasing abnormally, and at the same time making it easier to synchronize when changing gears. When the aforementioned clutch disengagement detection switch 70 is activated and turned on, power is supplied from the battery 72 to the speed change solenoid valve 64 through the solid line in FIG. As a result, negative pressure is introduced into one pressure chamber 54 of the speed change actuator 49, and the other pressure chamber 53 remains at atmospheric pressure, so the piston 51' is moved to the right in the figure due to the pressure difference, and the lever 48 is moved to the right. The gear is shifted to a lower gear. At this time, the select shaft 4, which is the shaft of the lever 48,
Since the lever 104' of the stop switch 104 is connected to the lever 104' of the stop switch 104, the lever 1
04' opens terminals 105 and 106 of switch 102 and closes terminals 107 and 108. Therefore, the solenoid valve 64 is deactivated and the low speed operation indicator light 117 is turned on. Also, by opening the terminals 105 and 106, the clutch control solenoid valve 9
5 is also cut off, the atmosphere is introduced into the pressure chamber 91 of the actuator 89, and the clutch is gradually connected.

The gear shifting operation is performed as described above, but the throttle valve 96 operates as follows. In Figure 2, manual switch 6
6 is reversed, a signal is output from the shift signal generation circuit 17 to the engine rotation speed storage circuit 18, and the engine rotation speed is stored at that time. The engine rotation speed storage circuit 18 outputs, for example, 1.3 times the stored rotation speed, and this value is then compared with the output detected by the engine rotation speed detection circuit 15 by counting the signal from the ignition device 30 in the comparison circuit 19. When the latter value is compared, it is output to the throttle control circuit 22, the throttle solenoid 98 is operated for a certain period of time, and the throttle valve 96 is operated in the closing direction. This operation continues until the clutch is fully engaged.

This operation will be explained with reference to FIG. Figure 3 shows the engine speed throttle control signal and clutch operation changes over time during automatic gear shifting. A and B show the engine speed and throttle close signal when shifting from a low gear to a high gear. , C and D represent the engine speed and the throttle closing signal when shifting from a high gear to a low gear. Further, E represents the temporal change in the movement of the clutch control lever 87. The above-mentioned shift from high speed to low speed is as shown in C and D. That is, a throttle close signal is output for a certain period of time at the same time as the gear shift signal is output, and during that time the engine speed begins to decrease from _N0 . However, if the gear is shifted while the accelerator pedal is pressed, the throttle is returned to its original state after a certain period of time, causing the engine speed to rise again. Then, when 1.3N ₀ is detected, the throttle is closed again, and by repeating this operation, the engine speed during shifting is adjusted to approximately 1.3N ₀ , making it easier to synchronize the gears and at the same time reducing the speed when the clutch is engaged. Reduces shock. If the accelerator pedal is released, the engine speed will drop during gear shifting and a shock will appear when the clutch is engaged, but this is when engine braking is desired and is not a problem. Incidentally, the dash-dotted line in FIG. 3 shows the case where the shift time becomes longer.

Next, a shift from a low gear to a high gear, which is a reverse operation to that described above, will be explained. This is initiated by switching the movable terminal 69 of the manual switch 66 from the fixed terminal 67 to 68, but the operations in FIG. Therefore, it is omitted. However, since the throttle control method is different, this will be explained next. In FIGS. 2 and 3, a signal is input from the manual switch 66,
When the speed change signal is output from the speed change signal generation circuit 17, the throttle control circuit 22 energizes the solenoid 98, closing the solenoid. When shifting from a low gear to a high gear, it is ideal from the viewpoint of feeling to connect the clutch when the engine speed has decreased by the gear ratio. Therefore, even when shifting automatically with the accelerator pedal depressed, the throttle should be closed to the point just before the clutch is engaged to lower the engine speed, and the throttle should be opened at approximately the same time as the clutch is engaged. ing.
In this way, engine revving is suppressed during gear shifting, and shock during gear shifting is eliminated by controlling the engine speed to a value equivalent to twice the gear ratio after shifting. Shifting when the accelerator pedal is released differs from the above in that engine braking is applied after the clutch is engaged.

It goes without saying that when the number of gears to be automated is three or more, it is necessary to add a servo mechanism for shifting gears and an associated control mechanism in accordance with the number of gears.

As described above, in an automatic transmission that uses a friction plate clutch to automatically operate the clutch and the throttle, when shifting from a low gear to a high gear, the throttle is moved from the time a gear shift signal is input to the clutch. Close the throttle until it is just about to connect, reduce the engine speed to the same degree as the rate at which the transmission reduction ratio decreases, and conversely, close the throttle for a certain period of time from the time the gear shift signal is input, to shift to a lower gear.
After that, until the clutch connection is completed, the engine speed is multiplied by a constant (e.g.
1.3 times) is detected for a certain period of time, and the engine speed is controlled to the speed equivalent to twice the reduction ratio after shifting, so the connection when reconnecting the clutch after shifting is extremely smooth. , an automatic transmission with good feeling can be obtained. Furthermore, since the difference in rotation between the clutch drive shaft and the driven shaft is small, the half-clutch state can be shortened and wear on the facings is reduced.

[Brief explanation of the drawing]

1 to 3 show one embodiment of the present invention, in which FIG. 1 is an overall configuration diagram, FIG. 2 is a block diagram of a control circuit, and FIG. 3 is an operational characteristic diagram. 1: Engine, 10: Control circuit, 49: Actuator for speed change, 55: Carburetor, 64, 65:
Solenoid valve for speed change operation, 66: Manual switch for speed change, 89: Actuator for clutch control, 9
5: Solenoid valve for clutch operation, 96: Throttle valve, 98: Solenoid for throttle control, 104: Stop switch, 117: Low speed operation indicator light, 118: High speed operation indicator light.

Claims (1)

[Claims] 1 Equipped with a clutch servo mechanism that connects and disconnects the clutch provided between the output shaft of the engine and the transmission, a transmission servo mechanism that selects the gear position of the transmission, and a throttle servo mechanism that controls the engine output when changing gears. In automatic transmissions that operate these servo mechanisms in sequence to automatically disengage the clutch, close the throttle, change gears, open the throttle, and connect the clutch, when shifting to a higher gear, the throttle servo is activated by the accelerator. Even when the pedal is depressed, the clutch closes to the position just before engaging when the gear shift signal is input, and then opens to the extent that the clutch is depressed, and when shifting to a lower gear, the throttle is closed for a certain period of time from the time the gear shift signal is input. After that, until the clutch connection is completed, it closes for a certain period of time every time a constant multiple of the engine speed at the time of the gear change signal input (for example, times the reduction ratio of the gear) is detected, and the engine speed is controlled. An automatic transmission control device characterized by: