JPH0475430B2 - - 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 has been changed. A device with a non-creep mechanism has been developed that controls a so-called drag cut that releases the hydraulic pressure required for establishing the engine.

The present invention provides an automatic transmission system for a vehicle having such a non-creep mechanism, which is capable of performing optimal non-creep control under the control of a control circuit based on a detection signal of the driving state of the vehicle. The present invention provides a non-creep control device for automatic transmission systems for automobiles.

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 the stator 4 is moved, the stator 4 bears the reaction force.

In addition, in the case of the auxiliary transmission TM, the first speed gear train I,
A second speed gear train and a third speed gear train are provided in parallel. The first speed gear train I includes a drive gear 8 connected to the input shaft 5 via a clutch _C1 serving as a friction engagement element for starting, and a drive gear 8 connected to the output shaft 6 via a one-way clutch _C0 . It is comprised of a driven gear 9 that meshes with the driving gear 8. 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 C ₁ is engaged now, the drive gear 8 is connected to the input shaft 5, a speed ratio is established by the first gear train, and the input is transmitted via this gear train. Torque is transmitted from shaft 5 to output shaft 6. Next, with clutch C ₁ still connected, when clutch C ₂ is engaged,
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, the one-way 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 to the output gear 14 provided at the end of the output shaft 6.
and is transmitted to the large diameter gear 15 of the differential gear DF.
Note that the reverse gear train and parking mechanism are omitted from the auxiliary transmission TMB 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 vehicle and driving conditions.
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 , 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 throttling resistance of the orifice 25, which serves to control the pressure within the clutch _C1 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 .
Since the clutch _C1 is placed in a state where there is almost no engagement force, 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. water temperature sensor S2 that detects whether the engine coolant temperature has reached a certain level; vehicle speed sensor S that detects the running speed of the vehicle
3. Sensor outputs from the throttle sensor S4, which detects whether the throttle is in the idle position, the rotation sensor S5, which detects the engine speed, and the brake sensor S6, which detects whether the brake is in operation. A signal is read through the input interface 33, a logical judgment is made as to whether the non-creep condition is satisfied, and a control command for turning the drag cut on or off is output according to the judgment result.
The CPU 34 and the drag cut solenoid valve 18 according to the control command issued from the CPU 34.
The driver 35 appropriately deenergizes and energizes the solenoid 32 in the solenoid 32 .

With this configuration, CPU3
4 indicates that the shift lever is placed in the D position according to the sensor output signals sent from each sensor S1 to S6, and that the engine coolant temperature is higher than a certain temperature (for example, 65°C). Being there,
The vehicle speed is lower than the preset vehicle speed (e.g. 18 km/h), the throttle is in the idle state, and the engine speed is lower than the preset speed (e.g. 800/1400 rpm). and that the vehicle is in a braking state, and determines that non-creep is established, and issues a drag cut-on control command to the driver 35. If even one of these conditions is missing, non-creep is not established. After determining this, a drag cut-off control command is given to the driver 35.

The present invention is directed to such a non-creep control device, especially when the accelerator is depressed irregularly even when the vehicle is stopped, causing the throttle sensor S4 to repeatedly detect and non-detect the idle state in a short period of time. In consideration of the situation, a timer provided inside the CPU is used to delay the timing at which the CPU 34 determines whether or not the non-creep condition is satisfied by a certain period of time (for example, several seconds).

Therefore, even if the shift lever is left in the D position and the vehicle comes to a standstill, non-creep will not occur until the time set by the timer has elapsed, and irregular acceleration during that time will not occur. Since there is no response to the depression operation, non-creep operation can be effectively stabilized.

In addition, if a timer is used to delay the timing of determining whether or not the non-creep condition is satisfied, if the shift lever is moved from the N (neutral) position to the D position while the vehicle is stopped, the non-creep condition will not be established. Even if the conditions are met, the timing of the operation is delayed, resulting in a delay in the engagement of the clutch _C1 in the auxiliary transmission TM.

Therefore, in the present invention, when the CPU 34 finally detects that the shift lever is placed in the D position among the conditions for establishing non-creep, the timer function in the CPU 34 is canceled and the drag cut-on is immediately turned on. A means is taken to give a control command to the driver 35.

Therefore, while the vehicle is stopped, shift the shift lever to D.
When the non-creep condition is satisfied by placing the clutch in the position, the non-creep function is activated immediately at that point, eliminating the need to engage the clutch _C1 .

In addition, if a timer is used to delay the timing of determining whether the non-creep condition is met, the timing of the operation will be delayed even if the non-creep condition is met when the vehicle is brought to a standstill by applying sudden braking. Therefore, the rotation of the engine at that time is transmitted to the auxiliary transmission TM, causing the vehicle body to vibrate and making the ride uncomfortable.

Therefore, in the present invention, when the CPU 34 finally detects that the vehicle speed has fallen below a certain level among the conditions for establishing non-creep, the timer function in the CPU 34 is canceled and a control command for drag cut-on is immediately issued. the driver 3
I am trying to take measures to provide for 5.

Therefore, when the non-creep condition is established due to sudden braking, the non-creep function is immediately activated to prevent engine rotation from being transmitted to the auxiliary transmission TM, thereby reducing the speed of the vehicle body. Vibration can now be effectively suppressed.

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 water temperature sensor S2 is a switch that closes the contact when the shift lever is moved to the D position. The switch that closes the contact when the cooling water of the engine is at a certain temperature T _S or higher is the throttle sensor S4, which closes the contact when the accelerator pedal is depressed, and the switch that closes the contact when the brake pedal is depressed is the brake sensor S6. Each uses a switch that closes the contacts when the In addition, as the vehicle speed sensor S3, for example, a reed switch RY whose contacts turn on and off according to the rotation of a permanent magnet MG attached to the speedometer cable is a rotation sensor S3.
5 is used to pick up the ignition signal sent from the igniter IG to the primary side of the ignition coil IGC, and the CPU 34 counts the number of pulse signals sent from each sensor S3 and S5 for a certain period of time. Vehicle speed,
The engine rotation speed is detected. In addition, the input interface 33 waveform-shapes the output signals of each sensor and then sends the processed signals to the CPU.
It is now being given to 34 people. 36 in the figure is D
A reset circuit is shown that applies a reset signal to the CPU 34 when a reset time set by the time constant of the resistor and capacitor has elapsed after detecting an edge of the position detection signal. In addition, 37 in the figure is a battery drain via the ignition switch.
This is a stabilized power supply circuit to which BATT is connected, and REG in the figure indicates a voltage regulator. Also,
38 in the figure is a reset circuit for the CPU 34 when the power is turned on.

As described above, in the non-creep control device for an automatic transmission system for a vehicle according to the present invention, it is possible to determine whether or not a non-creep condition is satisfied in the control circuit according to sensor output signals sent from various sensors that detect the driving state of the vehicle. and a control command for turning on and off the drag cut is given to the driver of the drag cut valve according to the result of the judgment, and the method uses a timer to delay the timing of judging whether or not a non-creep condition is satisfied. , the timer function is canceled when it is last detected that the shift lever has been placed in the D position or that the vehicle speed has fallen below a set value among the conditions for establishing non-creep. This has the excellent advantage of being able to perform optimal non-creep control depending on the driving condition of the vehicle.

[Brief explanation of the drawing]

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 wiring diagram showing a specific circuit configuration of the non-creep control device. 18... Solenoid valve for drag cut, 3
0... Pilot needle, 32... Solenoid, 33
...Input interface, 34 ...CPU, 35
...Driver, 39...Bypass circuit, EG...
Engine, TC...torque converter, TM...
Auxiliary transmission, DF... Differential gear, C ₁ to C ₃ ... Clutch, TMC... Hydraulic control device, S1... Shift position sensor, S2... Water temperature sensor, S3...
...Vehicle speed sensor, S4...Throttle sensor, S5
...Rotation sensor, S6...Brake sensor.

Claims (1)

[Claims] 1. A control circuit that determines whether or not a non-creep condition is satisfied in accordance with sensor output signals sent from various sensors that detect the driving state of the vehicle;
A control command for turning on and off the drag cut is given to the driver of the drag cut valve according to the determination result, and a means for delaying the timing of determining whether or not a non-creep condition is satisfied by a timer; and means for canceling the timer function when it is last detected that the shift lever has been placed in the drive D position among the conditions for non-creep of an automatic transmission system for a vehicle. Control device. 2. The control circuit determines whether or not a non-creep condition is satisfied in accordance with sensor output signals sent from various sensors that detect the driving state of the vehicle;
A control command for turning on and off the drag cut is given to the driver of the drag cut valve according to the determination result, and a means for delaying the timing of determining whether or not a non-creep condition is satisfied by a timer; and a means for canceling the timer function when it is last detected that the vehicle speed has fallen below a set value under the conditions for the above. .