JPH01116340A - Control device for automatic vehicle - Google Patents

Abstract

PURPOSE:To enable smooth starting and prohibit the removal of stop control as far as an accelerator pedal is not stepped in by removing the stop control of a stopping means prior to the detected result of the stoppage of a vehicle at the time of detecting the step-in of the accelerator pedal within a play stroke. CONSTITUTION:When an accelerator pedal 7 is stepped in from the stopping condition of a vehicle, an accelerator switch 204 is switched over from ON to OFF in a condition of having a play stroke, a solenoid valve SL5 is opened to remove the control of a brake 61, and the forced selection of the neutral condition of a transmission 3 is removed restoring the operation of a range switchover means. As the accelerator pedal 7 is stepped in beyond the play stroke, a throttle wire 5 is pulled to open up a throttle 8. At this time, if the range switchover means is being set to a traveling range, since the brake 61 is already removed, a vehicle can be smoothly started.

Description

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

(Prior Art) An automatic transmission generally includes a gear type, for example, a planetary gear type transmission, which is connected to an engine output shaft via a torque converter, and a clutch, brake, etc. for power transmission switching attached to this gear change gear. A desired gear position can be obtained by appropriately operating the gear shift actuator. This speed change actuator is generally operated using hydraulic pressure, and in this case is equipped with a hydraulic circuit. Then, by controlling the switching of this hydraulic circuit based on predetermined conditions (shift characteristics), automatic shifting of the transmission is achieved.

On the other hand, automatic transmissions are equipped with a manually operated range switching means. This range switching means generally includes a neutral range and a forward driving range, as well as an R range as a reverse driving range, and a P range for parking. When the range switching means is in the neutral range, for example, the hydraulic circuit is switched to bring the transmission into the neutral state. Further, when a travel range is selected, the transmission is automatically shifted according to predetermined conditions as described above.

By the way, in an automatic transmission type in which a gear type transmission is connected to an engine via a fluid type converter, power transmission is possible even when the vehicle is stopped as long as the range switching means is in the driving range. (Normally, 1st gear is selected). As a result, a so-called creep ring Φ occurs in which the vehicle runs at a slow speed without any operation of the accelerator pedal. Therefore, each time the driver stops the vehicle, the driver applies the foot brake or handbrake, or returns the range switching means to neutral. Particularly during traffic jams, the vehicle frequently repeats running and stopping, making it extremely troublesome to perform the operations described above every time the vehicle stops. To solve this problem, for example, Japanese Patent Application Laid-Open No. 60-44646 discloses a system in which when the vehicle is stopped and the throttle is fully opened, the handbrake is activated and the transmission is controlled to be neutral, so that the throttle opening exceeds a certain value. At this time, the handbrake and neutral control are released.

(Problem to be solved by the invention) However, in this device, the neutral control and handbrake are released with the accelerator depressed, so the transmission of driving force occurs after the engine speed increases. There was a problem with starting shock.

The present invention was made in consideration of the above circumstances, and
To provide an automatic vehicle control device that suppresses the creep function of a vehicle even if a driving range is selected while the vehicle is stopped, and restores the creep function before the engine speed increases when starting from a stopped state. The purpose is to

(Means for Solving the Problems) In order to achieve the above-mentioned object, the present invention has the following configuration. That is, in an automatic vehicle in which engine output is transmitted to an automatic transmission via a fluid converter, (a) a first detection means for detecting a stop of the vehicle; and (b)
(c) a stopping means for stopping the power function of the automatic vehicle based on the detection result of the first detecting means; ); (d) a second detection means for detecting depression of the accelerator pedal within the range of the play stroke; and (e) based on the detection result of the second detection means. , and i+lJ m means for canceling the stop control of the stopping means with priority over the detection result of the first detecting means.

(Function) In the control device for an automatic vehicle configured as described above, when the vehicle stops, the stopping means is activated based on the detection result of the first detecting means and the power function of the automatic vehicle is stopped. Even if the range switching means remains in the driving range, the stopped state can be maintained without continuing to apply the foot brake or handbrake, and when the accelerator pedal is depressed from this stopped state, the stopping means is controlled within the range of the idle stroke of the pedal. VJ is released and the vehicle is ready to start, but at this time the throttle is not activated yet, so the engine speed is in the idle range and the start shock is small, so the accelerator pedal is pressed beyond the idle stroke. For the first time, the throttle is activated, the engine speed increases, and the vehicle starts smoothly.

(Example) Examples of the present invention will be described below based on the attached drawings.

In FIG. 1, a transmission 3 is connected to (the output of) an engine 2 via a torque converter 10, and the torque converter 10 and transmission 3 constitute an automatic transmission 11ffAT, which will be described later. There is.

The shift ti3 is operated by hydraulic pressure from the hydraulic control circuit CKI. In addition, the output shaft 3 of the transmission 3
A brake 61, which will be described in detail later, is attached to 4, and the operation of this brake 61 is also controlled by hydraulic pressure from a hydraulic control circuit CK1. The hydraulic pressure for shifting the hydraulic control circuit CK1 is switched by solenoid valves SL1 to SL4, and the hydraulic pressure for controlling the brake 61 is switched by solenoid valve S.
This is done in L5. Note that the solenoid valves SL1 to SL5 are controlled by signals from the control unit 200.

On the other hand, the throttle wire 5 pulled out from the engine 2 is pulled in to the tip of the accelerator lever 6, and the accelerator pedal 7
When the user depresses the throttle wire 5, the throttle wire 5 is pulled and the throttle 8 is opened. Further, an accelerator switch 204 is attached to the accelerator lever 6, and when the accelerator pedal 7 is depressed, the accelerator switch 204 detects this and inputs the detection result to the control unit 200.

In addition, in Fig. 1, 202 is a driving range detection switch;
3 is a vehicle speed detection switch, and these switches 202.
The detection result by 203 is input to the control unit 200.

Accelerator lever - As shown in FIG. 2, the accelerator lever 6 is arranged so as to be rotatable in the left and right directions in the same figure around a fulcrum pin 39, and when the accelerator pedal 7 is depressed, the accelerator lever 6 moves clockwise. It is designed to rotate in the direction. accelerator lever
A wire insertion hole 4o is formed in the tip 6a of the throttle wire 5, and the end of the throttle wire 5 is inserted through the wire insertion hole 40. A stopper fitting 41 is fixed to the end of the throttle wire 5, and when the accelerator lever 6 rotates clockwise, the tip 6a of the lever 6 presses the stopper fitting 41, moving the throttle wire 5 to the right in FIG. It is designed to be pulled in the direction. However, the release position of the accelerator pedal 7 (
It is shown by a solid line in FIG.

), a play gap C is formed between the tip 6a of the accelerator lever 6 and the stopper fitting 41. Therefore, a play stroke S occurs in the accelerator pedal 7 corresponding to this play gap C, and within the range of this play stroke S, even if the accelerator pedal 7 is depressed, the throttle wire 5 cannot be pulled, and the throttle 8 is released. It is now impossible to do so.

On the other hand, the accelerator switch 204 is turned ON when the accelerator pedal 7 is released, especially when it contacts the accelerator lever 6, as shown in FIG. 2, and when the accelerator pedal 7 is depressed from the release position shown by the solid line in FIG. and the accelerator switch 204 is 0FFL, so the lever 6 is in the play gap C.
It is configured so that it is turned OFF while moving to the position where the problem is eliminated (indicated by a dashed line in FIG. 2).

As shown in FIG. 3, the transmission 3 includes a multi-stage gear transmission mechanism 20, and an overdrive planetary gear transmission mechanism 50 disposed between the torque converter 10 and the multi-stage gear transmission mechanism 20.
It is composed of:

The torque converter 10 has a pump 11 coupled to an engine output @1, a turbine 12 disposed opposite the pump 11, and a stator 13 disposed between the pump 11 and the turbine 12, the turbine 12 A converter output shaft 14 is coupled to the converter output shaft 14 . Converter output shaft 1
A lock-up clutch 15 is disposed between the pump 4 and the pump 11. This lock-up clutch 15 is always urged in the engagement direction, that is, in the direction of locking up (directly connecting) the engine output shaft 1 and the torque converter output shaft 14, by hydraulic oil pressure circulating within the torque converter 10, and is also urged from the outside. It is maintained in the open state by supplied hydraulic pressure for opening.

The multi-stage gear transmission mechanism 20 has a front planetary gear mechanism 21 and a rear planetary tooth 11 mechanism 22, and the sun gear 23 of the front Ti star gear mechanism 21 and the sun gear 24 of the rear planetary gear mechanism 22 are connected via a connecting shaft 25. has been done. The input @26 of the multi-stage gear transmission mechanism 20 is connected to the connecting shaft 25 via the front clutch 27, and to the internal gear 29 of the front planetary gear mechanism 21 via the rear clutch 28. A front brake 30 is provided between the connecting shaft 25, that is, the sun gears 23 and 24, and the transmission case. Planetary carrier 31 of the front planetary gear mechanism 21 and internal gear 33 of the rear planetary gear mechanism 22
is connected to the output shaft 34, and a rear brake 36 and a one-way clutch 37 are interposed between the planetary carrier 35 of the rear planetary gear m mechanism 22 and the transmission case.

In the overdrive planetary gear transmission mechanism 50,
A planetary carrier 52 that rotatably supports a planetary gear 51 is connected to the output shaft 14 of the torque converter 10, and a sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 55 is connected to the input shaft 26 of the multi-gear transmission mechanism 20.

The multi-gear transmission mechanism 20 is of a conventionally known type and has three forward speeds and one reverse speed, and can obtain the desired speed by appropriately operating the clutches 27, 28 and brakes 30, 36. It is. The overdrive planetary gear transmission mechanism 50 connects @14.26 in a directly connected state when the direct coupling clutch 54 is engaged and the brake 56 is released, and when the brake 56 is engaged and the clutch 54 is released. When ir%1114.26 is combined with overdrive.

The transmission 3 described above includes a hydraulic control circuit CK1 as shown in FIG. This hydraulic control circuit CKI includes an oil pump 1 driven by an engine output shaft 1.
00, and a pressure line 1 is connected from this oil pump 100.
The pressure of the hydraulic oil discharged at 01 is adjusted by the pressure regulating valve 102 and guided to the select valve 103. Select valve 1
03 is 1.2. The pressure line 101 has shift positions D, N, R, and P, and when the select valve 103 is in the 1, 2, and D positions, the pressure line 101 is connected to the ports a,
1 and boat a, which communicate with ports b and c, are connected to an actuator 104 for operating the rear clutch 28, and a valve 103
When the rear clutch 28 is in the above-described position, the rear clutch 28 is held engaged. Boat a also has a 1-2 shift valve 110
It is also connected near the outer end of the spool, pushing the spool to the right in the figure. Boat a is further connected to the right end of the 1-2 shift valve 110 via the first line L1, to the right end of the 2-3 shift valve 120 via the second line L2, and to the right end of the 2-3 shift valve 120 via the third line L3. −4 are connected to the right end of the shift valve 130, respectively.

Above 1st. 2nd and 3rd line L1.12° and L
From 3 onwards, the 1st. Second and third drain lines DL1. DL2 and DL3 are branched, and these drain lines DL1. DL2 and DL3 have this drain line DL1. The first one opens and closes DL2 and DL3.
Second. Third solenoid valve SL1. SL2.8L3 is connected.

The above solenoid valve SL1, 312. SL3 is line 1
01 and boat a are in communication with each other, each drain line DL1. DL2. DL3 is closed, resulting in the first. Second. Third line L1゜L2. The pressure inside L3 is increased.

Boat b is also connected to second lock valve 105 via line 140, and this pressure acts to push the spool of second lock valve 105 downward in the figure. When the spool of the second port and the lock valve 105 is in the downward position, the line 140 and the line 141 communicate with each other, and hydraulic pressure is introduced into the engagement side pressure chamber of the actuator 108 of the front brake 30 to move the front brake 30 in the operating direction. Hold.

Boat C is connected to second lock valve 105, and this pressure acts to push the spool of second lock valve 105 upward. Furthermore, boat C is connected to 2 via pressure line 106.
-3 is connected to the shift valve 120. this line 10
6, when the solenoid valve SL2 of the second drain line DL2 is energized to increase the pressure in the second line L2, and this pressure moves the spool of the 2-3 shift valve 120 to the left, the line 107. line 1
07 is connected to the release side pressure chamber of the actuator 108 of the front brake 30, and when hydraulic pressure is introduced into the pressure chamber, the actuator 108 operates the brake 30 in the release direction against the pressure of the engagement side pressure chamber. let Also, the pressure in the line 107 is applied to the actuator 1 of the front clutch 27.
09, and this clutch 27 is engaged.

The select valve 103 is connected to the pressure line 101 in one position.
has a boat d leading to the line 11.
2 to reach the 1-2 shift valve 110, and then line 1
13 to the actuator 114 of the rear brake 36. 1-2 shift valve 110 and 2-3 shift valve 120 are solenoid valves SL1. S
When L2 is energized, the spool is moved to switch lines, thereby operating a predetermined brake or clutch, and performing a 1-2, 2-3 speed change operation, respectively. Further, the hydraulic control circuit CK1 includes a cutback valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102, a vacuum throttle valve 116 that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and this throttle valve 1.
A throttle backup valve 117 is provided to assist the throttle valve 16.

Furthermore, the hydraulic control circuit CK1 of this example includes three parts for controlling the direct coupling clutch 54 and the overdrive brake 56 of the overdrive planetary gear transmission mechanism 50.
A four-shift valve 130 and an actuator 132 are provided. The engagement side pressure chamber of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 pushes the brake 56 in the engagement direction. This 3
-4 shift valve 130 is also the above-mentioned 1-2.2-3 shift valve 1.
10.120, when the solenoid valve SL3 is energized, the spool 131 of the 3-4 shift valve 130 moves downward, the pressure line 101 and the line 122 are cut off, and the line 122 is drained. As a result, the brake 56
The hydraulic pressure acting on the release side pressure chamber of the actuator 132 disappears, and the brake 56 is actuated in the engaging direction, and the actuator 134 of the clutch 54 is activated.
It acts to release 4.

Furthermore, the hydraulic control circuit CK1 of this example is provided with a lock-up control valve 133, and this lock-up control valve 133 is communicated with the boat a of the select valve 103 via a line L4. From this line L4, drain line DL1. DL2゜Same solenoid valve SL4 as DL3
A drain line DL4 is branched. The lockup ft1l control valve 133 is the solenoid valve SL4
is energized to close the drain line DL4 and the pressure in the line 4 increases, the spool is connected to the line 12.
3 and the line 124, the line 124 is drained and the lock-up clutch 15 is moved in the operating direction.

In the above configuration, the operational relationship between each gear stage, lockup, and each solenoid, and the operational relationship between each gear stage, clutch, and brake are shown in Tables 1 to 3 below.

Table 1, Table 2, Description of the control section when the transmission is on the move A brake 61 is disposed at the end of the output shaft side of the transmission output shaft 34 to fix the output shaft 34, that is, to restrict its rotation. This brake 61 serves as a fixing means,
The hydraulic actuator 62 switches between a state in which the output shaft 34 is fastened, that is, the output shaft 34 is fixed, and a state in which it is opened, that is, a state in which the output shaft 34 is allowed to rotate.

In addition, the hydraulic control circuit CK1 has a neutral selection means for forcibly setting the gear shift 113 to neutral even if the select valve 103 as a range switching means is in the forward travel range. It is equipped with Z. This neutral selection means Z is a spool valve 6
It has 3.

This spool valve 63 includes three boats e, f, and g, and boat e communicates with boat a via a line 64. Further, the boat f is connected to the actuator 62 via a line 65. Furthermore, the boat Q is directly connected to the actuator 104 for actuating the rear clutch 28 via the line 66. Such a spool valve 63, when the spool 63a is in the illustrated state, connects the boat e and the boat f, and drains the boat q. Also, from the state shown, the spool 6
When 3a is displaced to the right, boat f is drained and boat q is shut off.

Therefore, if the so-called select valve 103 is in the forward travel range, D, 2 or 1, the line pressure from the boat a is in the line 6.
4 to boat e. In this state, when the spool 63a is in the state shown, line pressure is supplied to the actuator 62 and the brake 61 fixes the output 'N134.

At the same time, the boat q is drained and the clutch 28 is released. As is clear from Table 3, the fact that the clutch 28 is released means that the transmission 3 is forcibly shifted from the first gear to neutral, assuming that the vehicle speed is low and the vehicle is in the first gear just before stopping. It means switching.

On the other hand, when the spool 63a is displaced to the right in FIG. 3, the boat Q is closed and the rear clutch 28 is
The operation according to the range selected in step 03 is canceled (operation according to Table 3), and gear shifting is performed as usual. At the same time, since the bow 1-f is drained, the brake 61 is released and the output shaft 34 is allowed to rotate.

The displacement position of the spool valve 63 described above is controlled by adjusting the pilot pressure to the spool valve 63 using the solenoid SL5. That is, when the solenoid SL5 is demagnetized, the pilot pressure drain line DL5 is closed, pilot pressure is generated, and the spool 6
3a to the right in Figure 3. On the contrary, solenoid SL5
When is excited, the drain line DL5 is opened and the pilot pressure is released, and the spool 63a is in the state shown in the figure.

A vehicle speed switch 203 and an accelerator switch 204 are connected in series to the power supply line for the coil of the solenoid SL5 described above. The vehicle speed switch 203 is turned on when the vehicle speed is extremely low (for example, 37 km/h or less), and the accelerator switch 204 is turned on when the accelerator operation port is at zero. Both switches 203 and 204 cooperate with each other to detect a stop.
This constitutes the detection means. That is, when the vehicle is stopped, with both switches 203 and 204 turned on, the solenoid SL5 is energized, the pilot pressure of the spool valve 63 is drained, and the output shaft 34 of the transmission is fixed and becomes neutral.

Note that, as is clear from the above description, the select valve 10
The line 64 connected to the boat a of No. 3 substantially constitutes range detection means for detecting that the select valve 103 as a range switching means is in the forward travel range.

Next, the vehicle stop control will be explained below, including an overview of the shift control and the lock-up control.

First, in FIG. 1, the control unit 200 is constituted by, for example, a microcomputer, and is basically a CPU.
, ROM, RAM, and CLOCK. This control unit 200 includes various sensors or switches 2.
Signals from 02 to 204 are input. switch 203
is for detecting extremely low vehicle speed, and switch 20
4 is for detecting full throttle opening. Further, the switch 202 is connected to the select valve 10 which is manually operated.
3 is for detecting whether or not the forward driving range is in the forward driving range, and is turned ON when the forward driving range is in the forward driving range.

On the other hand, from the control unit 200, the hydraulic control circuit CK1
It outputs signals for controlling the solenoids SLI to SL4, that is, a shift signal for the main shift 13, a lock-up or lock-up release signal, and a stop control signal.

As is known, the control unit 200 controls the transmission 3 by outputting a shift-up signal or a shift-down signal as a shift signal based on predetermined shift characteristics using, for example, the throttle opening and vehicle speed as parameters. Then, ON/OFF switching of SLI to SL3 is controlled (see Table 1). Furthermore, the lock-up clutch 15 is connected and engaged, as is known, by outputting a lock-up signal and a lock-up release signal based on a predetermined D pickup characteristic using, for example, the throttle opening degree and the turbine rotation speed as parameters. ON/OFF switching control (see Table 2).

The control unit 200 further includes an accelerator switch 20
4 is ON (accelerator fully open) and vehicle speed switch 20
When 3 is ON (very low vehicle speed or less), it is determined that the vehicle is stopped. Then, assuming that the select valve 103 is in the forward travel range, when it is determined that the vehicle is in the stopped state, the solenoid SL5 is controlled to fix the output shaft 34 and to control the selection of the neutral state of the shift line 3. (See Figure 4).

Further, as shown in FIG. 4, when the accelerator pedal 7 is depressed from the above-mentioned stopped state, the accelerator switch 204 first switches from ON to OFF with an idle stroke S (a>. Note that at this time The throttle 8 is not yet opened (b).

When the accelerator switch 204 is turned OFF, the solenoid valve SL5 opens, the pilot pressure of the neutral selection means 2 is drained, the brake 61 is released (e), and the forced selection of the neutral state is canceled (d).
) The operation of the range switching means is restored. When the accelerator pedal 7 is depressed for more than the idle stroke S, the throttle wire 5 is pulled and the throttle 8 is released.a)
At this time, if the range switching means is in the travel range, the brake 61 has already been released and the vehicle will start smoothly.

Now, based on the flowchart shown in FIG. 5, the case where the control unit 200 performs the control as shown in FIG. 4 will be described in detail. Note that in the following explanation, S indicates a step.

First, in S1, data is input from various sensors and switches, and then in S2 it is determined whether the current range position of the select valve 103 is in the forward travel range. When the determination in S2 is YES, it is determined in S3 whether or not the vehicle is currently stopped. YES in this judgment
Then, at 84, the accelerator switch 20 is
It is determined whether 4 is ON tJXOF F, and if it is ON, solenoid SL5 is ONL in S5 and brake 61 is activated.
is actuated to fix the output shaft 34 of the transmission 3 and bring the transmission 3 into a neutral state. Further, when it is determined in S4 that the accelerator switch 204 is OFF, the brake 61 is released and activated in S6, and the neutral state of the transmission 3 is released, and then the shift control is restored in S7.

On the other hand, if the determination in S3 is No, that is, the vehicle is not currently stopped, the process proceeds to S7, where shift control is performed.

Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.

(2) When the control unit 200 is configured using a computer, it may be of either a digital type or an analog type.

■ Fixing the output shaft 34 to the transmission 3 while the vehicle is stopped and setting the transmission 3 to neutral may be done when the R range, which is the reverse driving range, is selected. Alternatively, the process may be performed only in this R range without performing it in the forward travel range.

■As a stopping means for stopping the power function of an automatic car, we have explained an example in which the output shaft 34 is fixed and the gear shift l113 is set to neutral, but it is not necessary to control both, and at least one may be used. It may also be something that reduces the fuel supply.

(Effects of the Invention) As is clear from the above description, the present invention is capable of suppressing the creep phenomenon while the vehicle is stopped, and also controls the stop means of the stop means when the accelerator pedal is depressed and the throttle is released. Since this is released, it is possible to start the vehicle smoothly, and the configuration is highly reliable because the stop control is not released unless the accelerator pedal is depressed.

[Brief explanation of the drawing]

Fig. 1 is an overall system diagram showing one embodiment of the present invention, Fig. 2 is a side view of the accelerator lever, Fig. 3 is a system diagram showing an example of the main transmission and its hydraulic circuit, and Fig. 4 is the main system diagram. FIG. 5 is a graph schematically showing an example of control according to the invention, and FIG. 5 is a flowchart showing an example of control according to the invention. 2... Engine 3... Transmission 5... Throttle wire 6...
... Accelerator lever 7 ... Accelerator pedal 8 ... Throttle 61 ... Brake (stopping means) 63 ...
......Spool valve 63 (output shaft fixed, neutral selection) 103...Select valve (range switching means) 200...1IIIJ control unit (control Means) 203... Vehicle speed switch (first
detection means) 204...Accelerator switch (second detection means) CK1...Hydraulic pressure control circuit SL5...Solenoid (output shaft (Fixed, neutral selection) S...... Play stroke patent applicant Mazda Co., Ltd. Agent Patent attorney - Ken Iro Axial direction
Patent Attorney Masatoshi Matsumoto Figure 2 Time

Claims (1)

[Scope of Claims] In an automatic vehicle in which engine output is transmitted to an automatic transmission via a fluid converter, (a) a first detection means for detecting a stop of the vehicle; and (b) the first detection means. (c) an idle stroke that is set in the initial range of the accelerator pedal stroke and which does not allow the engine output adjustment means to operate; (d) (e) a second detection means for detecting depression of the accelerator pedal within the range of the play stroke; and (e) based on the detection result of the second detection means, priority is given to the detection result of the first detection means A control device for an automatic vehicle, comprising: a control means for canceling the stop control of the above-mentioned stop means; and a control device for an automatic vehicle.