JPH0514824B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a vehicle automatic transmission that performs emergency control in a vehicle equipped with an electronically controlled automatic transmission.

(Prior technology) In recent years, electronic control units consisting of microcomputers have been installed to control engine rotation, transmission speed change control, clutch longitudinal control, etc. based on signals from various sensors/switches installed in the vehicle. Vehicles that perform automatic control have been developed.

In this type of vehicle controlled by an electronic control device, when the electronic control device and the actuator of the transmission fail, the electronic control device is stopped, the clutch and the gear shift are A patent application was submitted to propose an automatic transmission for vehicles that switches the control of fuel and fuel to emergency measures.
No. 60-217471.

(Problems to be Solved by the Invention) In the above proposal, clutch engagement/disengagement control and transmission shift control are switched to emergency measures in the event of an emergency evacuation, but mechanical parts such as the clutch and transmission actuator are The operation of the vehicle is not controlled by feedback, but is controlled by time control to make the vehicle run.

On the other hand, in gears that do not have a synchronized mechanism, such as first gear or reverse gear in large vehicles, or reverse gear in small vehicles, the vehicle will stop unless a double clutch operation is performed. Sometimes it becomes difficult to shift into gear.

Therefore, if such gears are time-controlled as proposed above, the gears may not mesh sufficiently even after the set shift operation time has elapsed. When the clutch is engaged and the vehicle is started, the gear slips out of gear, and even if the accelerator pedal is depressed, the engine simply races and the vehicle becomes unable to drive.

Particularly in the case of an emergency launch for the purpose of emergency evacuation, the above-mentioned situation poses a problem with great danger.

The present invention has been made in view of the above-mentioned problems, and an object thereof is to provide an automatic transmission for a vehicle that attempts to prevent gear slippage when controlling gears that do not employ a synchronizing mechanism. .

(Means for Solving the Problems) The present invention provides an automatic transmission for a vehicle that is equipped with a control device that drives an actuator based on commands from an electronic control device to control gear shifts, and is capable of shifting only to low gears and reverse gears. An emergency control device is provided, and in the event of a failure of the control device, the control device is halted and switched to the emergency control device.Furthermore, the emergency control device is configured to issue a shift command to the gear in an emergency. Provided is an automatic transmission for a vehicle, which is characterized in that the clutch continues to be engaged until a predetermined period of time has elapsed after the clutch is engaged.

(Function) According to the present invention, the shift command for speed change control from the electronic control device is continued until a set time has elapsed after the clutch is engaged. Even when the gears are in a fully engaged state, the torque shock from the clutch has the effect of bringing the gears into a sufficient engaged state.

(Example) Next, an example of the present invention will be described in detail using the drawings.

FIG. 1 is a structural block diagram of an embodiment showing the relationship between an engine, a transmission, a clutch, etc. for realizing the present invention, and FIG. 2 is a structural block diagram of an actuator for each part thereof.

In FIG. 1, 1 is an electronic control device, 2
is an emergency control device. 3 is the engine;
The engine actuator 11 includes a normal engine actuator 11a and an emergency engine actuator 11b. 4 is a clutch, and 10 is a clutch actuator thereof, which includes a normal clutch actuator 10a and an emergency clutch actuator 10b. 5 is a transmission, and 9 is a transmission actuator thereof, which includes a normal transmission actuator 9a and an emergency transmission actuator 9b. 6 is a starter, 12 is its starter drive device, and the starter drive device 1 during normal operation.
2a, and an emergency starter drive device 12b.
Note that 7 is a select lever and 8 is a vehicle speed sensor. Reference numeral 13 denotes an accelerator sensor, which includes a normal accelerator sensor 13a and an emergency accelerator sensor 13b. This emergency accelerator sensor 13b consists of a potentiometer that generates a signal to control the clutch actuator 10 and the motor 25 (FIG. 2) simultaneously or only the motor 25 in an emergency. Reference numeral 14 denotes a power supply changeover switch, which is used to switch the power supply between the electronic control device 1 and the emergency control device 2.

15 is an emergency gear switch that allows the driver to specify the gear when driving in an emergency.
This is for switching between neutral and 1st speed.

16 is an OK indicator, which is a lamp that informs the driver that emergency gear processing has been completed and that the vehicle can be driven or revved by pressing the accelerator.

Further, 28 represents an engine rotation sensor, and 29 represents an input shaft rotation sensor.

Here, the above-mentioned electronic control device 1 receives a signal from the select lever 7 during normal operation, a signal from the vehicle speed sensor 8, a signal from the accelerator sensor 13a during normal operation,
Receiving input signals such as a signal from the engine rotation sensor 28, a signal from the input shaft rotation sensor 29, and other clutch strokes and gear signals (not shown), the normal transmission actuator 9a and the normal clutch actuator 10
a. It drives the engine actuator 11a during normal operation, the starter drive device 12a during normal operation, etc., and performs appropriate gear operation, clutch control, and engine control.

On the other hand, when the electronic control device 1 fails, the emergency control device 2 is energized at the same time as the power to the electronic control device 1 is cut off by the power changeover switch 14.
The emergency starter drive device 12b is turned on to prepare for starting the engine, and at the same time the emergency gear switch 15 and the emergency accelerator sensor 13 are turned on.
Transmission gear switching operations, clutch engagement/disconnection operations, and engine control are performed based on signals from b, and the memory of the emergency control device 2 is equipped with various control programs and a counter function to be described later. There is.

Next, the configuration of each actuator will be explained with reference to FIG. First, we will focus on the configuration of the control actuator during normal operation. Reference numeral 17 is a select actuator, which has a 3-position cylinder structure, and is controlled by selective control of electromagnetic valves V ₁ and V ₂ .
It is configured to be operated to three select positions: R position, 2nd-3rd speed position, and 4th-5th speed position. In the illustrated example, the solenoid valve V ₁ is on and the position is 1st gear - R, and the solenoid valves V ₁ and V ₂ are on and the position is 2nd gear - 3rd gear.
When the solenoid valve _V2 is turned on, the 4th-5th speed position is selected. A shift actuator 18 has a similar structure to the select actuator 17, and is operated to three shift positions by selective control of electromagnetic valves V ₃ and V ₄ . Then, select actuator 17, shift actuator 1
8. Solenoid valves V ₁ , V ₂ , V ₃ , and V ₄ constitute a transmission actuator 9a in normal operation.

Reference numeral 19 denotes a clutch actuator, which has a spring-biased structure and is of a type in which an elastic force is applied only to one side. The engagement and disengagement of this clutch is controlled by electromagnetic valves V ₅ and V ₆ . In the illustrated example, the clutch is disengaged when electromagnetic valves V ₅ and V ₆ are on, and when electromagnetic valves V ₅ and V ₆ are off. A clutch engagement operation is performed. The clutch actuator 19 and the electromagnetic valves V ₅ and V ₆ constitute a normal clutch actuator 10a.

Reference numeral 20 denotes an engine actuator, which has a similar structure to the clutch actuator described above, and controls engine rotation by controlling electromagnetic valves V ₇ and V ₈ . And this engine actuator 2
0, solenoid valves V ₇ and V ₈ constitute a normal engine actuator 11a.

Reference numeral 26 denotes a starter relay, which is turned on in response to an engine start command signal from the electronic control unit 1 during normal operation, and becomes ready for engine start. This starter relay 26 is used in the starter drive device 1 during normal operation.
2a.

Next, to explain the configuration of the emergency actuator, the electromagnetic valve Ve ₀ is a main valve that switches the hydraulic power source 21 from the normal actuator to the emergency actuator, and is turned on in an emergency to supply pressure to the normal actuator. This is to shut off and supply pressure to the emergency actuator.

Solenoid valve Ve ₁ is select actuator 17
This is an emergency electromagnetic valve, and when turned on, in the illustrated example, the 1st gear -R position is selected.

The solenoid valves Ve ₂ and Ve ₃ are emergency solenoid valves for the shift actuator 18, and their operation is as follows.
This is the same as the solenoid valves V ₃ and V ₄ of the actuator during normal operation.

The electromagnetic valves Ve ₁ , Ve ₂ , Ve ₃ , the select actuator 17, and the shift actuator 18 constitute an emergency transmission actuator 9b.

Solenoid valve Ve ₄ is clutch actuator 19
This is an emergency electromagnetic valve, and when it is turned on, the clutch is disengaged, and when it is turned off, it is engaged. This electromagnetic valve Ve ₄ and clutch actuator 19 constitute an emergency actuator 10b.

The motor 25 is an actuator for emergency control connected to the load control lever of the engine 3, and constitutes the emergency engine actuator 11b.

Emergency starter relay 27 is emergency control device 2
The emergency starter drive device 12b is configured to prepare for starting the engine in accordance with the command. Here, the emergency hydraulic path 23 is shown by a dotted line, the normal control hydraulic path 24 is shown by a solid line, and 21 and 22 indicate a hydraulic source and a tank, respectively.

Next, the emergency control operation will be explained with reference to the processing flow diagram of FIG.

When a failure occurs in the electronic control device 1 while the vehicle is running, the power selector switch 14 shown in FIG. 1 is switched to the emergency control device side.

When the emergency control device 2 is powered on by switching the power changeover switch 14, the counter of the emergency control device 2 is cleared, and the emergency starter relay 27 is turned on to prepare for starting the engine. Therefore, the engine 3 can be started. At the same time, the solenoid valve Ve ₀ is turned on to allow hydraulic oil to flow through the hydraulic path 23, enabling the use of various emergency actuators (steps 1 and 2).

In step 3, the OK indicator is turned off and does not turn on until the driver completes the gear shifting operation to the desired gear.

In step 4, the gear position operated by the driver is read from the emergency gear switch 15, and it is checked whether it is operated in neutral, first gear, or reverse.

First, if it is neutral, proceed to step 5.
Turn on solenoid valve Ve ₄ to disengage the clutch,
Drive the clutch actuator 19 and wait for a period of time (0.5 seconds) for the clutch to be disengaged.

In step 6, to remove the shift, the solenoid valve
Turn on Ve ₂ and Ve ₃ and shift actuator 18
After 0.5 seconds have passed and the shift is completed,
Turn off solenoid valves Ve ₂ and Ve ₃ .

Next, in order to connect clutch 4, use a solenoid valve.
Turn off Ve ₄ , drain the hydraulic pressure of the clutch actuator 19, and wait 0.3 seconds (step 7).

Thereafter, in step 8, it is determined whether or not the vehicle is idling based on the signal from the emergency accelerator sensor 13b. If the vehicle is idling, the OK indicator is lit, and then the motor 25 is controlled in accordance with the command from the emergency accelerator sensor 13b. Then, the fuel to the engine 3 is controlled (steps 9 and 10), and operations such as engine revving are performed.

Next, returning to step 4, the flow when the driver selects 1st speed will be explained.

When the emergency gear switch 15 is operated to 1st speed, the clutch is disengaged and
Shift removal is performed in steps 11 and 12. Then, in step 13, the electromagnetic valve Ve ₁ is turned on, the select actuator is selected to the 1st speed -R position, and after 0.5 seconds, the electromagnetic valve Ve ₁ is turned off.

Then, in step 14, the solenoid valve Ve ₃ is turned on to shift to 1st gear, and in step 15, the signal from the emergency accelerator sensor 13b is checked, and if the vehicle is idling, the OK indicator 16 is turned on in step 16. Light.

Next, in step 17, the signal from the emergency accelerator sensor 13b is read, and the rotation angle of the motor 25 is controlled to the rotation angle corresponding to this signal (step 18), and the clutch 4 is engaged in response to this signal.・The solenoid valve Ve ₄ is turned off and the clutch 4 is connected (steps 19 and 20), a counter is set in step 21, and in step 22 the counter value is greater than or equal to the set value, for example 10 seconds. It is checked whether or not it is greater than or equal to the above. And the counter value is
If it takes more than 10 seconds, proceed to step 23, assume that the shift is complete, and turn off the solenoid valve Ve ₃ (in the case of 1st gear) to end the shift command.

In the above flow, after the clutch is engaged, the shift operation of the actuator is continued until a predetermined set time has elapsed, the gears of the transmission are brought into contact with each other to prevent the gear from slipping out, and the torque shock from the clutch is used to This allows the gears to mesh sufficiently.

If the clutch is disengaged in step 20, the counter is cleared, and the solenoid valve Ve ₃ will not be turned off unless the next clutch engagement continues for 10 seconds or more (steps 24 and 22).

Next, in step 4, when it is determined that the driver has selected reverse gear, the clutch is disengaged in step 25, and the shift actuator 18 is activated in step 26.
The shift is removed and the select actuator is operated in step 27 in the same manner as in the case where the first gear is operated. Next, in step 28, the solenoid valve Ve ₂ for shifting is turned on after reversing, and the process proceeds to step 15, and the process proceeds to steps 16 to 22, which are similar to the first speed shift operation. Then, in step 23, the electromagnetic valve Ve ₂ is turned off, and the shift command ends.

The flow from interrupt 1 shown in Figure 3 is to perform interrupt control every 0.2 seconds, for example, in order to respond promptly when the gear position operated by the driver changes. This shows a process in which the select command is canceled, the engine is placed in an idling state, and control is shifted to the next gear (steps 29 to 32).

The processing flow diagram shown in Figure 4 is a flow diagram of the counter processing of the counter. When the counter is enabled, 1 is added to the counter value every predetermined unit time, and when the counter is not enabled, the counter value is maintained as it is. For example, an interrupt is performed every 0.01 seconds as interrupt control in step 21 of FIG.

Although the present invention has been described above using one embodiment, various modifications are possible within the scope of the gist of the present invention, and these are not excluded from the scope of the present invention.

(Effects of the Invention) In the present invention, when controlling the transmission in an emergency such as an emergency evacuation, the shift operation is continued until a predetermined time elapses after the clutch is engaged during the gear shift control to 1st gear/backward. Therefore, even if the gears are not sufficiently meshed, the torque shock from the clutch ensures that the gears are sufficiently meshed, thereby preventing the gear from slipping out.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of an embodiment showing the relationship between an engine, a transmission, a clutch, etc. for realizing the present invention, Fig. 2 is a block diagram of the actuator of each part, and Fig. 3 is a block diagram of an embodiment of the present invention. FIG. 4 is a processing flow diagram showing an example of the processing, and FIG. 4 is a flow diagram of the interrupt processing. 1...Electronic control device, 2...Emergency control device,
17...Select actuator, 18...Shift actuator, 19...Clutch actuator, 20...Engine actuator, Ve ₀ ~
Ve ₄ ...Emergency solenoid valves.

Claims (1)

[Claims] 1. In a vehicle automatic transmission equipped with a control device that drives an actuator to control gear shifts based on commands from an electronic control device, an emergency control device that can shift gears only in low gear and reverse gear is installed, and the control device malfunctions. In such a case, the control device is stopped and switched to the emergency control device, and the emergency control device does not issue a shift command to the emergency gear until a predetermined time has elapsed after the clutch is engaged. An automatic transmission for a vehicle characterized by continuous transmission.