JPH0444442Y2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an automatic transmission device for a vehicle, and specifically relates to an improvement in technology for shortening the shift change time when driving on an uphill road or the like.

<Prior art> As an automatic transmission system for vehicles that achieves both operability and fuel efficiency, sensors and actuators are added to conventional mechanical clutches, transmissions, and injection pumps that function as engine rotation control means. There is a mechanical automatic system that achieves automatic gear shifting by controlling these electronically. Of these, the clutch operation at the time of starting remains manual, and the subsequent gear shifting operation can be done by the driver simply specifying the desired gear position with the selector lever, or if set to auto range, it will depend on vehicle speed and accelerator opening conditions. There is a semi-automatic system that automatically changes gears (see Utility Model Application No. 70610/1983).

In this system, in order to have an inexpensive structure,
The synchromesh mechanism is eliminated, the gear rotational speed and vehicle speed are detected, and the gear is set when the two are synchronized. In addition, in order to shorten the shift time and reduce the shift shock, the clutch is disengaged only when the transmission is in neutral, and is then engaged for the rest, that is, it remains engaged even when gears are set.

<Problem that the invention aims to solve> Conventional semi-automatic systems like this require manual clutch operation when starting, so they are equipped with a clutch pedal, which allows the driver to press the clutch pedal when it is not necessary. It is possible that it will happen.

For this reason, there has been a problem in that, especially when it is necessary to increase the gear rotation due to downshifting or the like, the clutch cannot be engaged and such control is interrupted.

The present invention was devised in view of the above-mentioned conventional problems, and an object thereof is to provide an automatic transmission device for a vehicle that enables a gear shifting operation regardless of a driver's clutch malfunction.

<Means for Solving the Problems> For this reason, the present invention, as shown in FIG. An automatic transmission for a vehicle, comprising an engine rotation control means, and a shift change control means for controlling the three means to execute a shift change of the transmission based on a determination by the synchronization determination means for determining whether or not synchronization has been performed. The clutch operating means is connected to a master cylinder which is interlocked with a clutch pedal, a hydraulic piston which is operated by hydraulic pressure from the master cylinder, and which is connected to the hydraulic piston and which is operated by air pressure from an air supply source. a clutch booster equipped with a power piston, the first air circuit includes a valve device operated by hydraulic pressure from the master cylinder, and a normally closed air circuit that selectively guides the air to the clutch booster. A second air circuit is provided with a solenoid valve interposed therein, and a normally open solenoid valve is interposed in the first air circuit, so that when a clutch connection is requested during speed change control,
A clutch control means is provided for closing the solenoid valve in the second air circuit and closing the solenoid valve in the first air circuit.

<Function> Then, when a clutch connection is requested during speed change control,
When the solenoid valve in the second air circuit is closed and the solenoid valve in the first air circuit is also closed, air from the second air circuit will not be supplied to the clutch booster, and the clutch pedal will not be supplied. Even if I step into it, the first
Air from the air circuit is also not supplied to the clutch booster and the clutch is held connected. In this case, the clutch pedal reaction force becomes large and the driver is notified of the malfunction.

<Example> Hereinafter, an example of the present invention will be described based on FIGS. 2 to 6.

FIG. 2 is a block diagram showing the hardware of an embodiment of the present invention, and FIG. 3 is a control block diagram.

In these figures, a transmission 3 is attached to an engine 1 via a mechanical clutch 2, and the output shaft of the transmission 3 and a drive axle (not shown) are interlocked via a propeller shaft 4. . 5 is a fuel injection pump attached to the engine 1.

The clutch 2 includes a clutch ON switch 6A and a clutch OFF switch 6B, which detect whether the clutch 2 is in a connected (ON) state or a disconnected (OFF) state based on its stroke and output a clutch 2 ON/OFF signal. Turn on this clutch 2.
A clutch control device 7 for OFF operation is installed.

The transmission 3 also includes a gear rotation speed detection device 8 that calculates and outputs the rotation speed of the gear from the rotation speed of the countershaft, and outputs vehicle speed data related to the vehicle speed based on the rotation speed of the output shaft. a vehicle speed detection device 9 and the transmission 3
The vehicle is equipped with a shift set control device 10 for shifting the transmission 3, and a shift position detection device 11 for detecting and outputting the current shift position of the transmission 3.

12 is a clutch pedal position detection device that detects the position of the clutch pedal 13 and outputs a clutch pedal ON/OFF signal; 14 is an accelerator pedal;
5 is an accelerator switching device, and 16 is a selector provided in the driver's cab, which allows manual selection of various shift positions including a neutral position in addition to auto range. The selector 16 has a built-in switch corresponding to each shift range, and outputs the selected shift range as an electrical signal.

On the other hand, a control unit 17 that controls the clutch 2 and the transmission 3 controls the selector 16 and the clutch pedal position detection device 1.
a shift change control unit 18 that outputs a shift change command when shift change requirements are satisfied (shift designation operation etc. is normally performed) based on a signal from shift change control unit 1;
When a shift change command is output from 8, the synchronization state at the designated shift position is determined based on the outputs of the shift position detection device 11, vehicle speed detection device 9, and gear rotation speed detection device 8, and the determination result is determined. a synchronization determination section 19 that outputs a synchronization determination section 19; and a transmission control circuit 20 that receives a synchronization determination signal outputted from the synchronization determination section 19 and supplies a drive signal to the shift set control device 10.
, a clutch control circuit 21 that controls the clutch control device 7 based on a command from the shift change control section 18, and a clutch control circuit 21 that controls the clutch control device 7 based on a command from the shift change control section 18, and switches the accelerator switching device 15 from manual to automatic mode to inject fuel when the shift change command is output. Engine 1 via accelerator control device 22 attached to pump 5
Accelerator control circuit 23 that supplies rotation control signals to
The main part consists of.

The shift change control section 18 outputs an alarm signal to the transmission error lamp 24 or the clutch error lamp 25 when a malfunction occurs in the shift change operation. Further, the shift change control unit 18 sends a signal to a shift completion lamp (not shown) when the shift change operation is completed, and sends a signal to the double clutch command lamp 26 when the clutch operation and accelerator operation change to manual. , a signal is sent to the buzzer 27 in the case of shift completion and double clutch instruction. 28
29 is a shift range detection device that detects the shift range specified by the selector 16; Shift lever change control unit 18
31 is an exhaust brake ON relay that operates the exhaust brake to promote synchronization of the transmission 3, and 32 is a manual activation of the exhaust brake. 33 is an exhaust brake control circuit that supplies control signals to the exhaust brake ON relay 31 and the exhaust brake OFF relay 32; 35 is a transmission position indicator that indicates the position (shift position) of the transmission 3; 36 is a transmission position indicator that instructs the exhaust brake control circuit 33 to link the exhaust brake with the engine brake; This is a reset button for resetting the shift completion lamp, buzzer 27, etc.

In the above configuration, manual operation, that is, lever 16a of selector 16 is operated to shift up according to a predetermined vehicle speed pattern, the vehicle speed at that time is stored in a memory provided in transmission control circuit 20, for example, and then When the lever 16a is set to auto range, the vehicle is controlled to automatically shift up using the vehicle speed pattern stored in the memory.

In addition, when operating as a semi-automatic system, that is, when transmission 3 is shifted according to the driver's will,
By simply specifying a desired shift position (shift range) using the selector 16, the shift change to the desired shift position is automatically performed.

Here, the clutch operating device 53 according to the present invention
The structure of is shown in Figure 4.

In the figure, a master cylinder 37 that operates in conjunction with the clutch pedal 13 and a clutch booster 38 that operates the clutch 2 are connected through a hydraulic circuit 39.

Oil from an oil reservoir 40 is guided to the master cylinder 37, and air from an air reservoir 41 is introduced to the clutch booster 38 through a first relay valve 42, which is a normally closed valve device, interposed between the clutch booster 38 and the clutch booster 38.
It is designed to be guided by an air circuit 43.

A power piston 45 is housed in the power cylinder 44 to which the first air circuit 43 is connected, and a hydraulic piston 46 is connected to the power piston 45. The power piston 45 drives an outer lever 48 of the clutch 2 via a clutch rod 47.

Next, in parallel with the first air circuit 43 leading from the air reservoir 41 to the clutch booster 38, another second air circuit 50 is provided via a double check valve 49, and the second air circuit 50 includes:
A normally closed solenoid valve 51 is interposed. Further, the first air circuit 43 is provided with a normally open solenoid valve 52 .

The solenoid valves 51 and 52 are controlled to be turned on and off by the clutch control circuit 21, respectively.

The operation of the clutch operating device 53 will be explained.

When the driver depresses the clutch pedal 13, air is sent from the air reservoir 41 through the first air circuit 43, the open solenoid valve 52, and the double check valve 49 to the power cylinder 44 of the clutch booster 38, and the air is sent to the power cylinder 44 of the clutch booster 38. 2 is cut.

On the other hand, when the solenoid valve 51 is opened in response to a signal from the clutch control circuit 21, air is supplied to the air reservoir 41, the solenoid valve 51, and the double check valve 4.
9. Power cylinder 44 and clutch 2
is turned off and the solenoid valve 51 is closed, air is discharged from the power cylinder 44 through the discharge port of the solenoid valve 51, the outer lever 48 is returned together with the power piston 45 via the clutch rod 47, and the clutch 2 is connected. be done.

Next, the control procedure for upshifting and downshifting by the automatic transmission system having the above configuration will be explained based on the flowcharts shown in FIGS. 5 and 6.

In FIG. 5, when a shift-up request is generated, the accelerator is closed in S1, the process proceeds to S2, the solenoid valve 51 is turned on, the solenoid valve 51 is opened, and the clutch 2 is turned off, and the process proceeds to S3. In S3, it is determined whether the clutch OFF switch 6B is ON or not.
If it is ON (YES), proceed to S4, set the transmission to neutral, and then proceed to S5. If clutch OFF switch 6B is not ON (NO), return to S3 and clutch OFF switch 6B
Wait until it turns ON and proceed to S4.

In S5, the solenoid valve 51 is turned OFF, closed, and the clutch 2 is returned to ON (connection), and the process proceeds to S6, in which the solenoid valve 52 of the first air circuit 43 is turned ON and closed. Proceed to S7. In S7, it is determined whether the gear rotations are synchronized, and if they are synchronized (YES), the process proceeds to S8, where the accelerator is returned and the S
9 to shift and set the transmission, and S1
Go to 0. If NO in S7, wait until synchronization and proceed to S8. Then, in S10, the electromagnetic valve 52 is turned off to return to its open state, and the process ends.

Next, in FIG. 6, when a downshift request occurs, first, the solenoid valve 51 is turned ON in S1.
Then, open this valve, turn off clutch 2, and turn S
Proceed to step 2. In S2, clutch OFF switch 6
Determine whether B is ON or not, and if it is ON (YES),
The program proceeds to S3, where the transmission is set to neutral, and then the program proceeds to S4. If clutch OFF switch 6B is not ON (NO), return to S1,
Wait for clutch OFF switch 6B to turn ON and proceed to S3. In S4, turn off the solenoid valve 51
Then, this valve is closed and the clutch 2 is returned to ON (connection), and the process proceeds to S5, where the solenoid valve 52 of the first air circuit 43 is turned on and closed, and the process proceeds to S6. S
In step 6, it is determined whether the clutch ON switch 6A is ON or not, and if it is ON (YES), the process proceeds to S7, where the accelerator is fully opened, and the process proceeds to S8, where the clutch is turned on.
If ON switch 6A is not ON (NO), ON
Wait until , and proceed to S7. In S8, it is determined whether the gear rotations are synchronized or not, and if they are synchronized (YES), the process proceeds to S9 and the accelerator is returned.
Shift and set the transmission at S10,
Proceed to S11. If NO in S8, the process returns to S7, waits until synchronization, and then proceeds to S9. and,
In S11, the electromagnetic valve 52 is turned OFF to return to its open state, and the process ends.

According to the above operation, during shift-up control and shift-down control, when the clutch 2 should be turned on, the solenoid valve 51 of the second air circuit 50 is closed, and the solenoid valve of the first air circuit 43 is closed. 52
Since this valve is turned on and closed, the air from the second air circuit 50 is transferred to the clutch booster 38.
Furthermore, even when the clutch pedal 13 is depressed, air from the first air circuit 43 is not supplied to the clutch booster 38, and the clutch 2 is forcibly held in the connected state. In this case, the reaction force of the clutch pedal 13 becomes large, and it is possible to notify the driver of the malfunction.

Therefore, even if the driver depresses the clutch pedal 13 when it is not necessary, the clutch can be kept in the connected state when it is necessary to increase the gear rotation due to downshifting, etc., and such control is effective. This eliminates the problem of interruption and allows the gear shifting operation to be carried out smoothly without any hindrance.

<Effects of the invention> As explained above, according to the invention, a normally open solenoid valve is interposed in the manual air circuit to the clutch booster constituting the clutch operating means, and this valve is used to connect the clutch during gear change control. Since it closes when requested, even if the clutch pedal is depressed,
Air from the manual air circuit is also not supplied to the clutch booster, allowing the clutch to be forcibly held in the connected state and alerting the driver to malfunction.

Therefore, even if the driver depresses the clutch pedal when it is not necessary, the clutch can be kept in the connected state when it is necessary to increase the gear rotation due to downshifting, etc.
This eliminates the problem of interruption of such control, and allows the gear shifting operation to be performed smoothly without any hindrance.

[Brief explanation of drawings]

Figure 1 is a block diagram showing the configuration of the present invention;
Figure 3 is a block diagram showing the hardware of an embodiment of the present invention, Figure 3 is a control block diagram, Figure 4 is a schematic diagram showing the structure of the clutch operating device, and Figures 5 and 6 are the invention of the present invention. 2 is a flowchart of control of one embodiment. 1...Engine, 2...Clutch, 3...Transmission, 5...Fuel injection pump, 6A...
...Clutch ON switch, 6B...Clutch OFF
Switch, 7...Clutch control device, 9...Vehicle speed detection device, 10...Shift set control device, 11
...Shift position detection device, 13...Clutch pedal, 16...Selector, 17...Control unit, 18...Shift change control section, 19...
... Synchro determination section, 20 ... Transmission control circuit, 21 ... Clutch control circuit, 22 ...
Accelerator control device, 23... accelerator control circuit,
28...Accelerator fully closed detection device, 31...Exhaust brake ON relay, 32...Exhaust brake OFF relay, 33...Exhaust brake control circuit, 34...
Exhaust brake interlocking designation button, 37... Master cylinder, 38... Clutch booster, 39... Hydraulic circuit, 40... Oil reservoir, 41... Air reservoir, 42... Relay valve, 43... First
Air circuit, 44... Power cylinder, 45...
Power piston, 46... Hydraulic piston, 50... Second air circuit, 51, 52... Solenoid valve, 53... Clutch operating device.

Claims (1)

[Scope of utility model registration request] Clutch operation means for engaging and disengaging the clutch, shift operation means for shifting the transmission, and engine rotation control means for controlling the rotation of the engine; In the automatic transmission system for a vehicle, the clutch operating means is controlled by a master cylinder interlocked with a clutch pedal, and a hydraulic pressure from the master cylinder. The clutch booster includes a hydraulic piston to be operated and a power piston connected to the hydraulic piston and operated by air pressure from an air supply source, and a clutch booster that is operated by hydraulic pressure from the master cylinder to generate air. a first air circuit equipped with a valve device that selectively guides air to the clutch booster; and a second air circuit equipped with a normally closed solenoid valve that selectively guides air to the clutch booster. , a normally open solenoid valve is interposed in the first air circuit, and when a clutch connection request is made during speed change control, the solenoid valve in the second air circuit is closed, and the solenoid valve in the first air circuit is closed. An automatic transmission for a vehicle, characterized in that it is provided with a clutch control means for closing a solenoid valve.