JPH0523876Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an automatic transmission for a vehicle, and more specifically, the invention forcibly decelerates the rotation of the engine by controlling the operation of the exhaust brake, thereby reducing the speed of the transmission. The present invention relates to an automatic transmission device for a vehicle that reduces shift-up operation time.

[Prior art] As an automatic system that achieves both easy driving and fuel efficiency, an engine speed detection means, a vehicle speed detection means, and an actuator for operating the clutch and transmission are added to the conventional mechanical clutch and transmission. There are known devices in which these are electronically controlled by a control unit.

In such an automatic system, a device is known that forcibly decelerates the engine rotation by controlling the operation of the exhaust brake, synchronizes the gear rotation speed with the vehicle speed, and shortens the transmission shift-up operation time. (Utility Application No. 112341, 1983).

The control operation of the above conventional example will be explained with reference to the flowchart of FIG.

In the figure, after the accelerator is fully closed (100) and the clutch is turned off (S101), the transmission is set to neutral (S102). Then, proceed to S103 and after turning the clutch on,
It is determined whether the exhaust brake button is ON or not (S104). If NO, that is, if the exhaust brake is not interlocked, it is determined whether N _g <N _SYC + ΔN3 (S105). Here, _Ng is the main gear rotational speed of the shift gear to be set, _NSYC is the synchro rotational speed converted from the vehicle speed, and ΔN3 is the specified relative rotational speed for starting gear setting when the exhaust brake is not interlocked. If NO, return to S105, and if YES, set the transmission gear (S111), return the accelerator, and end the control (S112).

If YES in S104, that is, if the exhaust brake is interlocked, it is determined whether N _SYC +ΔN1<N _g (S106). Here, ΔN1 is the specified relative rotation speed for releasing the exhaust brake. If NO
Move to S105, and if YES, interlock the exhaust brake (107). Then again, N _SYC +ΔN1<N _g
It is determined whether or not (S108). If YES, return to S107; if NO, stop the exhaust brake (S109). Next, it is determined whether the main gear rotation speed N _g is smaller than the sum of the synchro rotation speed N _SYC and the specified relative rotation speed ΔN2 for starting gear set when the exhaust brake is interlocked, that is, whether N _g <N _SYC + ΔN2 (S110). . If NO, return to S110, and when N _g falls and becomes YES, the transmission gear is set (S111), and at the same time a control signal is output to return the accelerator to end the control (S112).

By operating the exhaust brake in this way, the time required for gear shifting is significantly shortened, and gear setting is started earlier when the exhaust brake is engaged than when it is not engaged, resulting in smooth gear setting.

[The problem that the idea aims to solve]

However, in the case of conventional vehicle automatic transmission systems that shorten the time required for gear shifting, the exhaust brake is activated at an appropriate timing, but the deceleration of engine rotation differs depending on whether the engine is warmed up or not. Also, due to the exhaust brake response delay,
Especially when the deceleration of the engine rotation is large, such as when the engine is not warmed up, the release of the exhaust brake is relatively delayed, and the main gear rotation speed N _g falls below the synchro rotation speed N _SYC during gear setting, resulting in smooth gear shifting. There was a risk that the operation would be difficult.

To explain this problem in detail with reference to FIG. 7, a solid line X1 and a solid line Y indicate the main gear rotational speed N _g when not warmed up and when warmed up, respectively, and there is a certain time lag from the exhaust brake release command time t ₂ . After that, the exhaust brake is released at the exhaust brake release time _t3 . The solid line X1 when the engine is not warmed up and the solid line Y when the engine is warmed up have a large slope (difference in main gear rotational speed N _g ) while the exhaust brake is operating, but when the exhaust brake is released, The slope becomes smaller.

During warm-up (solid line Y), the gear is smoothly set with the main gear rotational speed being N _g =N _SYC +ΔN2 at time _t3 when the exhaust brake is released. On the other hand, when the vehicle is not warmed up (solid line X1), the slope is large, so at the exhaust brake release point _t3 , N _g <
The state is N _SYC +ΔN2, and the gear set is completed at t ₄
Then, the main gear rotation speed N _g is the synchro rotation speed
There is a risk that it will drop below N _SYC , making smooth gear shifting difficult.

The present invention was devised to solve the above-mentioned problems, and its purpose is to provide an automatic transmission for a vehicle that can achieve smooth gear shifting even if the shifting time is shortened by operating the exhaust brake. The goal is to provide the following.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a clutch control means for engaging and engaging a clutch, a shift operation means for shifting a transmission,
executing a shift change of the transmission by controlling the three means based on the determination of the engine rotation control means for controlling the rotation of the engine and the synchronization determination means for determining whether or not synchronization has been performed;
In an automatic transmission system for a vehicle that performs a shift by lowering the gear rotation speed of the engine to a synchro rotation speed region by controlling the exhaust brake,
The exhaust brake operation control means shortens the exhaust brake operation time when the deceleration of engine rotation is large, and lengthens the exhaust brake operation time when the deceleration is small.

[Effect]

According to the present invention, in an automatic transmission equipped with an exhaust brake, the exhaust brake operation control means causes the exhaust brake operation time to be short when the engine is in a state where the deceleration of engine rotation is large, such as when the engine is not warmed up. Therefore, when the deceleration of engine rotation is small, such as when the engine is warmed up, the exhaust brake operating time becomes longer. Therefore, the exhaust brake operation can be released at an appropriate time depending on the deceleration of the engine rotation, and the gear can be set at the same rotational speed of the main gear of the transmission. As a result, the main gear rotational speed can be made equal to the synchro rotational speed at the time of gear setting.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings, with reference to FIGS. 2 to 4.

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

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

The clutch 2 includes a clutch position detection device 6 that detects whether the clutch 2 is in a connected (ON) state or a disconnected (OFF) state based on its stroke and outputs a clutch ON/OFF signal. It is equipped with a clutch control device 7 for ON/OFF operation.

The transmission 3 also has a main gear rotational speed determined from the rotational speed of the countershaft.
Gear rotation speed detection device 8 that calculates and outputs N _g
, a vehicle speed detection device 9 that outputs vehicle speed data related to the vehicle speed based on the rotation speed of the output shaft, a shift set control device 10 that shifts the transmission 3 via an actuator as a shift operation means, and a transmission Shift position detection device 11 that detects and outputs the current shift position of shifter 3
It is equipped with a position switch.
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; 15
16 is an engine rotation detection device, and 16 is a selector provided in the driver's cab, which allows manual selection of various shift positions including the neutral position in addition to the auto range. In addition, selector 1
6 has a built-in switch corresponding to each shift range, and outputs the selected shift range as an electrical signal.

On the other hand, the control unit 17 that controls the clutch 2 and the transmission 3
As shown in the figure, a shifter outputs a shift change command when the shift change request condition is satisfied (the shift designation operation etc. is normally performed) based on the signals from the selector 16 and the clutch pedal position detection device 12. a change control circuit 18;
When the shift change command is output from the shift change control circuit 18, 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. a synchronization determination circuit 19 that outputs the determination result; and the synchronization determination circuit 1.
a transmission control circuit 20 which receives a synchronization determination signal outputted from the clutch control circuit 9 and supplies a drive signal to the shift set control device 10; and a transmission control circuit 20 which controls the clutch control device 7 based on commands from the shift change control circuit 18. a clutch control circuit 21 to perform the shift change command, and an accelerator control device 2 attached to the fuel injection pump 5 when a shift change command is output.
The main parts are composed of an accelerator control circuit 23 that supplies a rotation control signal to the engine 1 via the engine 2, and an exhaust brake control circuit 33 that outputs a control signal to an exhaust brake control device 31 that operates an exhaust brake. Note that the shift change control section 1
8 outputs an alarm signal to the transmission error lamp 24 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 buzzer 27 when the shift is completed and double clutch is supported. 29 is a shift range detection device for detecting the shift range specified by the selector 16; 34;
35 is the position indicator of the transmission 3; 36 is the buzzer 27; 35 is the position indicator of the transmission 3;
This is a reset button to reset the settings.

Furthermore, in this embodiment, the control unit 17 stores in advance the map shown in FIG. This map shows that when the electric brake is activated,
The exhaust brake operating time for operating the exhaust brake is determined based on the engine rotation deceleration dNe/dt and the rotational drop (main gear rotation speed N _g - synchro rotation speed N _SYC ). Then, the control unit 17 calculates the engine speed deceleration dNe/dt from the engine speed detected by the engine speed detection device 15, and reads the exhaust brake operating time from the map based on this value. The exhaust brake is activated only for the read time, and the exhaust brake activation time is shortened when the deceleration of engine speed dNe/dt is large, and is configured to be lengthened when it is small. has been done.

Next, the control details of this embodiment will be explained.

FIG. 5 shows the basic control flow of the semi-automatic system.

First, the shift change control circuit 18 determines whether or not it is neutral based on the signal from the selector 16 (S1), and if YES, outputs a control signal from the transmission control circuit 20 to the shift set control device 10 to start the transmission. The control is ended by setting the switch 3 to neutral (S2). NO in S1
In this case, it is determined whether or not the selector 16 is set to reverse (S3), and if YES, the transmission 3 is set to reverse and the control ends. If NO in S3, it is determined whether auto range is designated based on a signal from an auto button (not shown) (S5).
If YES, the target shift gear corresponding to the vehicle speed and accelerator opening is determined based on the signals from the vehicle speed detection device 9 and the accelerator opening sensor (not shown) (S6); if NO, the driver's selector 16 is Determine the specified target shift gear (S7), and both
Move to. At S8, the shift change control circuit 18 determines whether or not a shift is necessary (S8). If NO, the control ends; if YES, it determines whether or not to shift up (S9). If the answer is YES, shift up control is performed and the control ends (S10), and if NO, shift down control is performed and the control ends (S11).

FIG. 6 shows a detailed flow of S10.

When a shift up request occurs, the shift change control circuit 18 fully closes the accelerator (S12),
Next, the clutch control circuit 21 turns on the clutch valve (not shown) (S13), and the process proceeds to S14. S14
At this point, the clutch control device 7 determines whether or not the clutch has been turned OFF (the disconnection is completed) based on the control signal from the clutch control circuit 21. If NO, that is, if the clutch does not turn OFF, the process returns to S13.
If YES in S14, a control signal is output from the transmission control circuit 20 to the shift set control device 10 to set the transmission 3 to neutral (S15), and then the flow for setting the selection of the transmission 3 ( S16)
The flow of exhaust brake operation (S17 to S24), which is the gist of the present invention, and the flow of turning on the disengaged clutch 2 (S31 to S32) proceed in parallel.

In S17, it is determined whether main gear rotation speed N _g < synchro rotation speed N _SYC , and if NO, that is, main gear rotation speed N _g is synchro rotation speed N _SYC.
If it is smaller than N _SYC <N _g
When the accelerator is fully closed (S29, S30),
Proceed to S25. If YES in S17, the process advances to S18, and it is determined whether N _SYC +ΔN1<N _g . Here, ΔN1 is the specified relative rotational speed for releasing the exhaust brake. If NO in S18, proceed to S25 and YES
In this case, the exhaust brake control circuit 33 outputs a control signal to the exhaust brake control device 31 to operate the exhaust brake (S19), and the process proceeds to S20. From the engine rotation speed detected by the engine rotation detection device 15 in S20, the falling acceleration of the engine rotation speed dNe/
Calculate dt and proceed to S21. In S21, the exhaust brake operating time is read from the map shown in FIG. 4 using the engine rotation deceleration dNe/dt and the rotational head difference (main gear rotation speed N _g - synchro rotation speed N _SYC ), and the process proceeds to S22. Determine whether the exhaust brake operating time read in S22 has elapsed,
If YES, a control signal is output from the exhaust brake control circuit 33 to the exhaust brake control device 31 to release the exhaust brake (S24). If NO in S22, determine N _g <N _SYC + ΔN1, and if NO in S22
Return to , and if YES, proceed to S24.

Then, if the exhaust brake is released in S24, NO in S18, or the accelerator is fully closed in S30, and clutch 2 is connected (S31, S32). Proceed to S25,
Determine whether N _g <N _SYC +ΔN2. Here ΔN2
is the specified starting relative rotational speed for the gear set when the exhaust brake is engaged. If NO, return to S25 and N _g
falls and becomes YES, a control signal is output from the transmission control circuit 20 to the shift set control device 10, and the select set state is established (S16).
The transmission 3 at the position is shifted into gear (S26), and at the same time, a control signal is output to release the accelerator (S27), and the control ends.

According to the above configuration, as shown in FIG. 7, during warm-up (solid line Y) when the deceleration (inclination) of the engine rotation is small, the exhaust brake operation time is the same as in the conventional example, and the exhaust brake The time of release command is
At t ₂ , the exhaust brake release point becomes t ₃ . At this time,
Gear setting is performed at the time of N _g = N _SYC + ΔN2,
Its operation becomes smoother.

In contrast, the deceleration (slope) of engine rotation
When the exhaust brake is not warmed up (dotted line X2) with a large value, the exhaust brake operating time becomes short, the exhaust brake release command time is _t5 , and the exhaust brake release time is _t6 .
Therefore, after the exhaust brake is released, the main gear rotational speed N _g becomes gentle, and N _g = N _SYC + ΔN2
Gear setting is performed at time t4, and at time _t4 when gear setting is completed, main gear rotational speed _Ng becomes equal to synchro rotational speed _NSYC , allowing smooth gear shifting operation.

As described above, the exhaust brake operation can be released at an appropriate time depending on the deceleration of the engine rotation, and the gear can be set at the same rotational speed of the main gear of the transmission. As a result,
Even when there is a difference in the deceleration of the engine rotation and there is a timing difference in releasing the exhaust brake, the main gear rotation speed N _g can be made equal to the synchro rotation speed N _SYC at the time of gear setting, allowing smooth gear shifting operation. It becomes possible.

In addition, the clutch ON operation flow (Fig. 6 (S31-S32)) corresponding to Fig. 8 (S103) of the conventional example
can proceed in parallel with the flow of exhaust brake operation (S17 to S24), which is the gist of the present invention, and the length of the entire flow can be shortened by the amount corresponding to the ON operation of the clutch. As a result, the gear can be set at an appropriate time, making the operation smoother.

[Effect of idea]

As described above, according to the automatic transmission device for a vehicle according to the present invention, when the time required for shifting is shortened by operating the exhaust brake, the state of the engine, for example, a warmed up state, an unwarmed state, etc. Therefore, even if the deceleration of the engine rotation differs, the exhaust brake operating time is controlled according to the deceleration, so gear setting can be performed at an appropriate time, and smoother gear shifting can be achieved. .

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the configuration of the present invention;
Fig. 3 is a block diagram of an embodiment of the present invention, Fig. 4 is a map for determining the exhaust brake operation time, Fig. 5 is a basic control flowchart of a semi-automatic system, and Fig. 6 is a basic control flowchart of a semi-automatic system. This figure is a control flowchart of the present invention, FIG. 7 is an explanatory diagram showing the state of synchronization determination, and FIG. 8 is a conventional control flowchart. 1...Engine, 2...Clutch, 3...Transmission, 5...Fuel injection pump, 6...
Clutch position detection device, 7...Clutch control device, 9...Vehicle speed detection device, 10...Shift set control device, 11...Shift position detection device, 16...
...Selector, 17...Control unit, 1
8...Shift change control circuit, 19...Synchronization determination circuit, 20...Transmission control circuit, 21...Clutch control circuit, 22...Accelerator control device, 23...Accelerator control circuit, 33...
...Exhaust brake control circuit.

Claims (1)

[Claims for Utility Model Registration] Determining whether or not the clutch control means for engaging and engaging the clutch, the shift operation means for shifting the transmission, and the engine rotation control means for controlling the rotation of the engine are synchronized. Based on the judgment of the synchronization judgment means, the three means are controlled to execute a shift change of the transmission, and by controlling the exhaust brake, the gear rotational speed of the engine is lowered to the synchronization rotational speed region, and the shift is performed. An automatic transmission for a vehicle, characterized in that the automatic transmission for a vehicle includes an exhaust brake operation control means that shortens the exhaust brake operation time when the deceleration of engine rotation is large and lengthens the exhaust brake operation time when the deceleration is small. Device.