JPH0242494Y2 - - Google Patents

Description

[Detailed explanation of the invention] This invention provides a constant transmission when the gears of an automatic transmission are changed, when the amount of change in accelerator pedal depression is greater than a predetermined amount, or when the automatic lever is changed at a specific position. The present invention relates to a roll stopper control device for driving a roll stopper that prevents rolling of a time engine.

In automatic vehicles, when the automatic lever is switched to the "R" (reverse, reverse) or "D" (drive, high-speed forward) positions, the load condition acting on the engine changes, causing a large amount of rolling to the engine. This has the disadvantage that it is easy to occur and is not desirable in terms of performance. Furthermore, since the load condition acting on the engine changes when the gears of the automatic transmission are changed, a large amount of rolling is likely to occur in the engine, which is unfavorable in terms of performance. Furthermore, even when the amount of change in the accelerator depression exceeds a predetermined amount, such as when the accelerator is suddenly depressed, the engine tends to roll significantly, which is undesirable in terms of performance. In addition, in order to eliminate these drawbacks, if a means is used to suppress rolling by strongly regulating engine movement at all times, engine vibrations will be transmitted almost unchanged to the vehicle body even when the engine is idling, causing harm to the occupants. This causes the inconvenience of causing discomfort to the person.

This idea was made in view of the above points,
The purpose of this is to provide a roll stopper that prevents the engine from rolling when the gears of the automatic transmission are changed, when the amount of change in accelerator pedal depression exceeds a predetermined amount, or when the automatic lever is changed at a specific position. An object of the present invention is to provide a roll stopper control device that is driven for a certain period of time.

An embodiment of this invention will be described below with reference to the drawings. FIG. 1 explains the location where the engine is loaded in a FF vehicle. In Figure 1,
11 is an engine, and 12 is a transmission installed on the side of the engine 11. The transmission 12 is mounted on a vehicle body 14 by a transmission mount 13. Furthermore, the engine 11 is mounted on the vehicle body 14 by a left mount 15. Therefore, the above mission mount 1
3 and the left mount 15 above to connect the engine 1.
1 and a transmission 12 installed on the side thereof are placed on the vehicle body 14. Further, a front roll stopper 16 is provided on the front surface of the engine 11, and a rear roll stopper 17 is provided on the rear surface. The front roll stopper 16 and the rear roll stopper 17 have a damper function to alleviate the rolling motion of the engine 11, and the performance of the damper function can be electrically controlled. Here, FIG. 2 is a side view showing the positional relationship between the front roll stopper 16 and the rear roll stopper 17.

Next, the basic principles of the front roll stopper 16 and the rear roll stopper 17 will be explained using FIG. In FIG. 3, chambers A and B formed in casings 3 and 4 made of elastic material such as rubber are filled with oil, and chamber A
A separation member 21 is provided between the chamber B and the chamber B.
This separation member 21 has two through holes, one of which is called a first orifice 22 and the other a second orifice 23. Here, the first
The inner diameter of the orifice 22 is formed to be considerably larger than that of the second orifice 23. And the first above
A rotary valve 24 is provided within the orifice 22, and the rotary valve 24 is rotated 90 degrees by a solenoid valve (not shown) to control opening and closing of the first orifice 22. Incidentally, the casings 3 and 4 are integrally connected by a connecting member 5, and a bracket 6 connected to the engine 11 is attached to the connecting member 5. On the other hand, a bracket 7 fixed to the vehicle body is connected to one end of the separation member 21. Therefore, as the engine 11 rolls, the connecting member 5
When it vibrates in the direction of arrow D, this vibration is attenuated by the orifices 23 and 24, and is transmitted to the separating member 21 as minute vibrations in the direction of arrow C. In this case, when the rotary valve 24 is rotated to close the first orifice 22, the second
Since oil flows between chambers A and B only through the orifice 23, the amount of oil passing between chambers A and B becomes small, and the pressure difference between chambers A and B increases ( (state where the damping force is large), the amount of engine vibration transmitted to the vehicle body side increases, but rolling motion of the engine 11 can be effectively suppressed. On the other hand, when the first orifice 22 is opened due to the rotation of the rotary valve 24, the oil in the chambers A and B flows through the first orifice 22 and the second orifice 23.
As the amount of oil passing between chambers A and B increases, the pressure difference between chambers A and B decreases (damping force is small), and the function of preventing rolling of the engine 11 decreases. The amount of engine vibration transmitted to the vehicle body becomes smaller.

Hereinafter, a roll stopper control device according to an embodiment of this invention will be explained with reference to FIG.
In FIG. 4, solenoid valve signals s and t are signals output from a controller 30 provided in an electronically controlled automatic transmission (ELC). These solenoid valve signals s, t are the solenoids S, T
is supplied to This solenoid valve signal s, t
Depending on the state, the gears of the electronically controlled automatic transmission are changed. For example, when the solenoid valve signals s and t are at H level, the gear is "1st speed"
When the solenoid valve signal s is at the L level and the solenoid valve signal t is at the H level, the gear is set to "2".
When the solenoid valve signals s and t are at the L level, the gear is switched to the "3rd speed", and when the solenoid valve signal s is at the H level and the solenoid valve signal t is at the L level, the gear is switched to the "4th gear". In this embodiment, gear switching in the electronically controlled automatic transmission is detected by checking the states of the solenoid valve signals s and t. That is, the solenoid valve signal s is input to the AND circuits 311 and 314, and is also input to the AND circuits 312 and 313 via the inverter 32. Further, the solenoid valve signal t is input to AND circuits 311 and 312, and is also input to AND circuits 313 and 314 via an inverter 33.
is input. The outputs of the AND circuits 311 to 314 are connected to the OR circuit 3 via capacitors 34 to 37.
8 is input. Further, 41 is an accelerator opening sensor that detects the amount of depression of the accelerator. The output of this accelerator opening sensor 41 is input to an accelerator speed detection circuit 42. This accelerator speed detection circuit 42 outputs an H level signal when the amount of change in the input accelerator opening is equal to or greater than a predetermined amount. For example, when the accelerator is suddenly depressed, the accelerator speed detection circuit 42 outputs an H level signal. Furthermore, the output of the accelerator speed detection circuit 42 is input to the OR circuit 38.

Further, 51 is an automatic lever for an automatic vehicle. This automatic lever 31
By switching, the voltage of the battery 52 is supplied to the "R", "D", "2", and "L" terminals. The above "D" and "R" terminals are diodes D1, D2, and resistors.
Grounded via R1. The voltage at one end of this resistor R1 is input to the timer circuit 43 via the inverter 53 and the OR circuit 38. This timer circuit 43 remains high for a certain period of time after the H level signal is input.
Outputs level signal. Furthermore, the output of the timer circuit 43 is input to a solenoid drive circuit 45. This solenoid drive circuit 45 outputs a drive signal a to the front roll stopper 16 and a drive signal b to the rear roll stopper 17 shown in FIG.
That is, when an H level signal is input to the solenoid drive circuit 45, the drive signals a and b become active.

Next, the operation of this device configured as described above will be explained. Currently, the electronically controlled automatic transmission is
After switching from "speed" to "fourth speed", or when the amount of change in the accelerator opening is smaller than a predetermined value, or after the automatic lever 51 is switched to the reverse R or drive D position, the OR circuit 38 is applied. An L level signal is input. Therefore, the timer circuit 43 outputs an L level signal to the solenoid drive circuit 45. Therefore, the drive signals a and b output from the solenoid drive circuit 45 are not active. In this way, after the electronically controlled automatic transmission changes from "1st speed" to "4th speed", or when the amount of change in the accelerator opening is smaller than a predetermined amount, or when the automatic transmission lever 51 shifts to reverse R or drive D. After switching to the position, the solenoid drive circuit 45 is not driven. Therefore, the front roll stopper 16 and the rear roll stopper 17 are in a state where the first orifice 22 and the second orifice 23 are open,
The damper function against rolling of the engine 11 is soft, and transmission of engine vibration to the vehicle body is effectively prevented.

On the other hand, the electronically controlled automatic transmission
The first orifice 22 closes only for a certain period of time when the accelerator is switched to "speed" or when the amount of change in the accelerator opening is larger than a predetermined amount, or when the automatic lever 51 is switched to the reverse R or drive D position. The damper function against rolling of the engine is hardened,
Excessive rolling is effectively prevented.

In other words, in the above embodiment, when the electronically controlled automatic transmission changes from "1st speed" to "4th speed", or when the amount of change in the accelerator opening is larger than a predetermined amount, or when the automatic lever is switched to reverse R or When switched to D, the roll stopper is operated for a certain period of time to harden the damper function against rolling of the engine and prevent excessive rolling of the engine.

As detailed above, according to this invention, when the electronically controlled automatic transmission changes from "1st speed" to "4th speed", or when the amount of change in accelerator opening is larger than a predetermined amount, or when the automatic transmission lever When excessive engine rolling is likely to occur, such as when the engine is switched to reverse R or drive D, a roll stopper is activated to prevent engine rolling for a certain period of time to efficiently prevent excessive engine rolling. It is possible to provide a roll stopper control device having the following features.

[Brief explanation of the drawing]

Figure 1 is a diagram showing the loading location of the engine in a FF vehicle, Figure 2 is a side view of Figure 1, Figure 3 is a diagram showing the basic principle of the roll stopper, and Figure 4 is an example of an embodiment of this invention. It is a figure showing a roll stopper control device. 42...Accelerator speed detection circuit, 43...Timer circuit, 45...Solenoid drive circuit.

Claims (1)

[Scope of utility model registration request] Gear change detection means for detecting that a gear change signal of the automatic transmission is output; accelerator speed detection means for detecting that the rate of change in accelerator opening is equal to or higher than a predetermined value; and an operating lever of the automatic transmission. a roll stopper having a solenoid that switches a damper function against rolling of the engine; a solenoid drive circuit that drives the solenoid; a gear change detection means; and an accelerator speed detection means. and a control circuit that outputs a control signal to the solenoid drive circuit in response to a detection signal from the lever switching detection means, and the control circuit detects whether the gear switching signal of the automatic transmission is output or the accelerator opening. When at least one of the following conditions is detected: that the rate of change of is greater than a predetermined value or that the operating lever has been switched, a control signal is output to the solenoid drive circuit for a certain period of time to harden the damper function of the roll stopper. A roll stopper control device characterized in that it is configured to.