JP3642582B2 - Brake control device for vehicles with automatic transmission - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a braking control device in a vehicle equipped with an automatic transmission equipped with a retarder device or an exhaust brake device.
[0002]
[Prior art]
Conventionally, this type of vehicle braking control device is disclosed in, for example, Japanese Patent Laid-Open No. 63-114506.
In this apparatus, as shown in FIG. 5, an electromagnetic retarder device 56 is provided in a flywheel housing 52 between the engine 51 and the automatic transmission 53. The retarder device 56 is configured as follows. That is, first, the stator cases 55 of the inductor generator are attached to the top and bottom of the flywheel housing 52. In the flywheel housing 52, projecting inductor magnetic poles are provided at a predetermined pitch along the circumferential direction on the outer peripheral surface of the flywheel connected to the rear end surface of the crankshaft. It constitutes a rotor.
[0003]
In the stator case 55, the stator of the inductor generator is housed. In this stator, the lower ends of a plurality of pole cores arranged in the circumferential direction of the flywheel are opposed to the inductor magnetic poles through a minute air gap, and armature coils and field coils are placed on these pole cores. It is appropriately wound.
Therefore, if an appropriate current is passed from the battery 57 to the field coil via the transistor 58 and the controller 59 while the flywheel is rotating, an electromotive force is induced in the armature coil, and the induction generator is Since power generation is performed, a desired braking force is applied to the engine 51 via the flywheel by consuming this power generation output with the load resistance in the controller 59.
When the retarder switch 60 provided in the driver's seat and connected to the controller 59 is closed, the field current controlled by the transistor 58 flows.
[0004]
On the other hand, the exhaust system includes an exhaust brake device 61 including a butterfly valve type exhaust brake valve 64 installed in the middle of an exhaust pipe 63 connected to the manifold 62 and an actuator 65 for opening and closing the exhaust brake valve 64. Is provided.
The actuator 65 is driven from the controller 59 by operating an exhaust brake switch 66 provided in the driver's seat.
[0005]
In the above configuration, when the driver goes down Nagasaka from now on, when the exhaust brake switch 66 in the driver's seat is turned on, the retarder device 56 is operated prior to the exhaust brake. At this time, an appropriate current is supplied to the field coil through the transistor 58 under the control of the controller 59, and the braking torque of the retarder device 56 increases at a predetermined increase rate. When the braking torque value of the retarder device 56 reaches the torque value of the exhaust brake device 61, the controller 59 operates the exhaust brake device 61 and simultaneously stops the operation of the retarder device 56. As a result, the impact on the vehicle at the moment of applying the exhaust brake is prevented, and a large braking torque by the exhaust brake device 61 can be smoothly transferred.
[0006]
By the way, an automatic transmission for a vehicle is provided with a friction element such as a clutch, a brake, or a one-way clutch in its transmission mechanism as disclosed in, for example, Japanese Patent Application Laid-Open No. Sho 62-1559839. By changing the power transmission path, a shift stage corresponding to the traveling state is obtained. In particular, the one-way clutch receives a reaction force from the rotation element as a reaction force element of the rotation element, and enables power transmission at a predetermined speed. This one-way clutch is idled when a reverse drive torque is applied to the rotating element during inertial running, so that the reverse drive torque is not transmitted to the engine side, thereby suppressing the occurrence of impact and rattling noise. It is done.
[0007]
On the other hand, the one-way clutch is provided with a clutch in parallel, and can operate to invalidate the idling function of the one-way clutch. That is, by invalidating the idling function, the above-mentioned reverse drive torque is transmitted to the engine side, and so-called engine braking action is obtained.
Therefore, in the shift control device for an automatic transmission, when there is a request for deceleration due to accelerator-off or the like, the clutch is engaged and the engine brake is effective. The clutch provided in parallel with the one-way clutch and invalidating the idling function is referred to herein as an engine brake clutch.
[0008]
[Problems to be solved by the invention]
However, in the vehicle equipped with an automatic transmission as described above, the engine brake is applied by operating the engine brake clutch. Therefore, this is detected after the driver releases the accelerator pedal, and the engine brake clutch is It takes a predetermined time to be fastened.
In the conventional brake control device provided with the retarder device described above, when the exhaust brake device is operated, the retarder device is operated first, and when the retarder switch is turned on, the retarder device is operated alone. The braking effect by can be obtained.
[0009]
However, when neither the retarder switch nor the exhaust brake switch is applied and only normal engine braking is applied, the engine brake clutch is engaged and the engine brake is effective after the driver releases the accelerator pedal as described above. However, there is a problem that the vehicle runs idle during that time.
Further, when the engine brake is applied, there is a problem that an impact at the time of engaging the engine brake clutch is given to the vehicle even if it is not as much as the exhaust brake.
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicular braking control device that prevents idling during engine braking and has no impact on the vehicle in a vehicle equipped with an automatic transmission in view of the above-described conventional problems. .
[0010]
[Means for Solving the Problems]
In order to achieve the above object, the present invention as set forth in claim 1 is a braking control device for an automatic transmission vehicle equipped with a variable torque type retarder device as shown in FIG. A request detecting means 41; an engine brake clutch 43 provided in the automatic transmission and obtaining an engine brake action by engagement; a clutch operating means 42 for outputting a command for engaging the engine brake clutch 43 when an engine brake request is detected; The engine brake clutch engagement completion determination means 44, and when the engine brake request is detected, a command for engaging the engine brake clutch is output by the clutch operating means 42 , and the engagement is started and the engagement is completed. litter activating the determining means 44 until the completion of該締binding is Ru is determined And a hydraulic control unit 45, the retarder actuation control means 45, the retarder device 46, the braking force at the time of actuating during engine braking clutch engagement toward the engine braking force after engagement completion of the engine brake clutch 43 It was configured to increase and change.
[0011]
The invention described in claim 2 further includes an exhaust brake device 47 and an operation detection means 48 of the exhaust brake device, and the retarder operation control means controls the retarder device 46 when the exhaust brake device 47 is not operated. The power is increased and changed at a first increase rate, and the braking force of the retarder device is increased and changed at a second increase rate larger than the first increase rate when the exhaust brake device is operated.
[0012]
[Action]
According to the first aspect, when the engine brake request detecting means detects an engine brake request while the vehicle is running, the clutch operating means outputs a command to engage the engine brake clutch. There is a time lag between the start of engagement based on the detection of the engine brake request and the completion of engagement of the engine brake clutch. During this time, based on the detection of the engine brake request, the retarder operation control means increases and changes the braking force to be applied during the engine brake clutch engagement toward the engine brake force after the engine brake clutch is engaged. Activate the retarder.
As a result, the retarder device applies braking force that increases smoothly and reaches the engine braking force, prevents idling due to no braking until the completion of the engagement of the engine brake clutch, and when the engagement of the engine brake clutch is completed Switch to engine brake without impact.
[0013]
According to a second aspect of the present invention, in controlling the retarder device, the braking force of the retarder device is increased and changed at a first increase rate when the exhaust brake device is not operated, and the braking force of the retarder device is operated when the exhaust brake device is operated. Is increased at a second increase rate larger than the first increase rate, so that the braking force of the retarder device is applied to the engine brake after the engagement of the engine brake clutch is completed in a short time regardless of whether the exhaust brake device is operated or not. The power is reached and the engine brakes are switched smoothly.
[0014]
【Example】
An embodiment of the present invention will be described with reference to FIG.
The automatic transmission 3 connected to the engine 1 via the torque converter 2 is configured such that its output is transmitted to the differential gear of the drive wheel 5 through the propeller shaft 4.
The automatic transmission 3 includes a hydraulic control device 12 and a transmission control unit 13 that drive the transmission mechanism 11.
The shift control unit 13 includes a microcomputer and sends a control command to the hydraulic control device 12 based on an engine load represented by a throttle opening from the throttle opening sensor 16 or a vehicle speed signal from the vehicle speed sensor 15.
[0015]
The hydraulic control device 12 is connected to a select lever (not shown), and realizes a required gear position based on the selected position and a control command from the shift control unit 13.
When the shift control unit 13 detects that the driver has released the accelerator pedal by a signal from the throttle opening sensor 16 when an appropriate shift speed is selected and the vehicle is in a running state, an engine brake request is issued. Judgment is made and a command is issued to the hydraulic control device 12 in order to operate the engine brake clutch 18 in the transmission mechanism 11. At the same time, the shift control unit 13 outputs an engine brake request signal to a controller described later.
[0016]
An electromagnetic retarder device 7 is attached to the propeller shaft 4.
The retarder device 7 includes an electromagnetic coil and can control the braking force by adjusting the coil current based on the same principle as the electromagnetic retarder device in the conventional example.
[0017]
Further, as the exhaust brake device 20, a butterfly valve 22 is provided in an exhaust pipe 21 connected to the engine 1. The butterfly valve 22 is connected to a rod 26 extending from the piston 25 of the operating cylinder 24, and opens and closes the exhaust pipe 21 by driving the operating cylinder 24. The operating cylinder 24 is connected to the air tank 27 by a pipe line 28, and an air pressure supply to the operating cylinder 24 is controlled by an electromagnetic valve 29 provided in the pipe line 28.
[0018]
The electromagnetic valve 29 of the exhaust brake device and the retarder device 7 are controlled by a controller 10.
The controller 10 receives a signal indicating that an engine brake is requested from the transmission control unit 13, a signal from the engine rotation sensor 17, and an exhaust brake switch 30 provided at the driver's seat.
[0019]
The controller 10 operates the exhaust brake device only when the exhaust brake switch 30 is turned on. When the exhaust brake device is operated, a signal for opening the electromagnetic valve 29 is output, the air pressure is supplied to the operating cylinder 24, the butterfly valve 22 of the exhaust pipe 21 is closed, and thereby the exhaust pressure is increased, thereby increasing the braking force. Operates to add.
[0020]
On the other hand, when an engine brake request signal is received from the shift control unit 13, a drive command is output from the controller 10 to the retarder device 7.
The controller 10 switches the increase rate of the braking torque by the retarder device 7 depending on whether the exhaust brake device is activated. That is, as shown in FIG. 3, when the exhaust brake switch 30 is OFF, the increase rate of the braking torque of the retarder device 7 is α1, and the engine brake torque obtained when the engine brake clutch 18 is finally engaged is finally achieved. The size β1 is reached. When the exhaust brake switch 30 is ON, the braking torque increase rate of the retarder device 7 is set to α2, which is larger than α1, and finally reaches β2, which is larger than the braking torque by the exhaust brake. Yes.
[0021]
When the controller 10 determines that the engine brake clutch 18 is engaged, the controller 10 stops the drive command to the retarder device 7.
The determination of the completion of the engagement is made, for example, when the engine brake clutch 18 is first detected by the signal from the engine rotation sensor 17 after receiving a signal indicating that the engine brake is requested from the transmission control unit 13. Is concluded.
[0022]
FIG. 4 shows the flow of processing in the shift control unit and the controller. First, in step 101, it is determined whether or not there is a request to apply engine braking in the shift control unit 13. That is, when the automatic transmission is selected to an appropriate shift stage and the vehicle speed signal from the vehicle speed sensor 15 indicates that the vehicle is in a traveling state, it is determined that the driver has released the accelerator pedal and the throttle opening degree If detected by the sensor 16, it is determined that there is an engine brake request.
When there is an engine brake request, a command for engaging the engine brake clutch 18 is output to the hydraulic control device 12 in step 102 and an engine brake request detection signal is sent to the controller 10.
Step 101 constitutes the engine brake request detecting means of the invention, and step 102 constitutes the clutch operating means.
[0023]
In the controller 10, in the next step 103, it is checked whether or not the exhaust brake switch 30 is ON.
If it is OFF, the controller 10 selects a control program in step 104 so that the braking torque of the retarder device 7 reaches the torque β1 with an inclination of α1, and then activates the retarder device 7 in step 106. As a result, the absorption torque of the retarder device 7, that is, the braking torque, increases with the inclination α1 as shown in FIG. In step 107, it is checked whether the braking torque has reached β1. This check is repeated until the braking torque reaches β1, and then proceeds to step 108 when β1 is reached.
[0024]
On the other hand, when the exhaust brake switch 15 is ON in the check of step 103, the process proceeds to step 105, and the controller 10 selects a control program in which the braking torque reaches a larger torque β2 with an inclination of α2 larger than α1. Then, the process proceeds to step 106. The braking torque of the retarder device 7 increases with a large inclination α2 as shown in FIG. In step 107, it is checked whether the braking torque has reached β2.
Step 103 constitutes the operation detecting means of the invention.
[0025]
In step 108, it is checked whether or not the engagement of the engine brake clutch 18 has been completed. Here, for example, the signal of the engine rotation sensor 17 is monitored, and it is assumed that the engagement of the engine brake clutch 18 is completed when the engine rotation is increased for the first time after the engine brake request is detected in step 101. This is to detect the normal rotation of the engine due to the closing of the throttle, whereas when the engine brake clutch 18 is engaged, the engine 1 is driven from the drive wheel 5 side and the rotation increases.
[0026]
If it is determined that the engagement of the engine brake clutch 18 has been completed, the routine proceeds to step 109 where the operation of the retarder device 7 is stopped.
If the engagement of the engine brake clutch 18 is not completed in the check in step 108, the process proceeds to step 110, the braking torque of the retarder device 7 is held at β1 or β2, and the check in step 108 is repeated again.
Steps 104 to 110 constitute the retarder operation control means of the invention, and among them, step 108 constitutes the fastening completion judgment means.
[0027]
The present embodiment is configured as described above. As shown in FIG. 3, after the engine brake request is detected based on the signal from the throttle opening sensor 16, the engagement of the engine brake clutch 18 is completed and the engine brake is released. The retarder device 7 is operated until it actually works, and the braking force is applied to the propeller shaft 4 so that it does not run idle in an uncontrolled state. Therefore, the driver is not uncomfortable and has high reliability.
Also, the rate of increase in the braking torque of the retarder device is changed depending on whether or not the exhaust brake device is used, so that it matches the engine brake force when the engine brake clutch is engaged within a short time. Regardless of the usage, the vehicle is braked without impact, improving drivability.
[0028]
It should be noted that the present invention is not limited to the above-described embodiments, and can be implemented in other modes by making appropriate modifications. For example, instead of providing a separate controller, its function is controlled by gearshift control. It can also be part of the function of the unit. Moreover, although the electromagnetic type is used for the variable torque type retarder device of the embodiment, a fluid type retarder device can also be used. And the mounting | wearing site | part is not restricted to a propeller shaft, For example, you may make it install integrally in a flywheel part or an automatic transmission.
[0029]
Further, in the embodiment, the determination of the completion of the engagement of the engine brake clutch is exemplified as the determination of the completion of the engagement by the first engine rotation increase after the detection of the engine brake request. However, the present invention is not limited to this. When the time has elapsed, it may be determined that the engagement of the engine brake clutch has been completed.
[0030]
【The invention's effect】
As described above, according to the present invention, when the engine brake is requested, the retarder device is operated while increasing the braking force until the completion of the engagement of the engine brake clutch, and the engine after the engagement of the engine brake clutch is completed. Since the engine brake is switched after reaching the braking force, idling due to no braking is prevented until the completion of the engagement of the engine brake clutch, and there is no impact when the engine brake clutch is engaged, and the driver feels uncomfortable. There is an effect that reliability is improved.
[0031]
Further, when controlling the retarder device, the braking force of the retarder device is increased and changed at a first increase rate when the exhaust brake device is not operated, and the braking force of the retarder device is increased by a first time when the exhaust brake device is operated. If the braking force by the retarder device is increased and changed at a second rate of increase greater than the rate, the engine braking force after completion of engagement of the engine brake clutch in a short time, regardless of whether the exhaust brake device is activated or deactivated. Therefore, a smooth engine brake without impact can be obtained regardless of whether the exhaust brake device is operated.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of the present invention.
FIG. 2 is a diagram showing an overall configuration of an embodiment of the present invention.
FIG. 3 is a diagram showing a braking torque of the retarder device in the embodiment.
FIG. 4 is a flowchart showing a flow of control in the embodiment.
FIG. 5 is a diagram illustrating a conventional example.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine 2 Torque converter 3 Automatic transmission 4 Propeller shaft 5 Drive wheel 7 Retarder device 10 Controller 11 Transmission mechanism part 12 Hydraulic control device 13 Transmission control unit 15 Vehicle speed sensor 16 Throttle opening sensor 18 Engine brake clutch 20 Exhaust brake device 21 Exhaust Pipe 22 Butterfly valve 24 Operating cylinder 25 Piston 26 Rod 27 Air tank 28 Pipe 29 Solenoid valve 30 Exhaust brake switch 41 Engine brake request detecting means 42 Clutch operating means 43 Engine brake clutch 44 Engagement completion judging means 45 Retarder operation control means 46 Retarder device 47 Exhaust brake device 48 Operation detection means 51 Engine 52 Flywheel housing 53 Automatic transmission 55 Stator case 56 Retarder device 57 Battery Re59 controller 60 retarder switch 61 exhaust brake device 64 exhaust brake valve 65 actuator 66 exhaust brake switch

Claims (4)

A braking control device for an automatic transmission vehicle equipped with a variable torque retarder device,
Engine brake request detection means;
An engine brake clutch provided in the automatic transmission to obtain an engine brake action by fastening;
Clutch operating means for outputting a command for engaging the engine brake clutch when an engine brake request is detected;
Means for determining the completion of engagement of the engine brake clutch;
When an engine brake request is detected, a command for engaging the engine brake clutch is output from the retarder device by the clutch operating means to start the engagement, and the engagement completion determining means determines the completion of the engagement. Retarder operation control means for operating until
The retarder operation control means is configured to increase and change a braking force when the retarder device is operated while the engine brake clutch is engaged toward an engine brake force after completion of the engagement of the engine brake clutch. A braking control device for a vehicle equipped with an automatic transmission. A braking control device for a vehicle equipped with an automatic transmission having an exhaust brake device and a variable torque retarder device,
An operation detecting means for the exhaust brake device;
Engine brake request detection means;
An engine brake clutch provided in the automatic transmission to obtain an engine brake action by fastening;
Clutch operating means for outputting a command for engaging the engine brake clutch when an engine brake request is detected;
Means for determining the completion of engagement of the engine brake clutch;
When an engine brake request is detected, a command for engaging the engine brake clutch is output from the retarder device by the clutch operating means to start the engagement, and the engagement completion determining means determines the completion of the engagement. Retarder operation control means for operating until
The retarder operation control means directs the braking force when the retarder device is operated during engagement of the engine brake clutch to the engine brake force after completion of engagement of the engine brake clutch, and when the exhaust brake device is not operated. A braking control device for a vehicle equipped with an automatic transmission, characterized in that it is increased and changed at a first increasing rate and is increased and changed at a second increasing rate larger than the first increasing rate when the exhaust brake device is operated. . The automatic transmission according to claim 1 or 2, wherein the engagement completion determining means determines that engagement is completed after a predetermined time has elapsed since the engine brake request detecting means has detected an engine brake request. Brake control device for onboard vehicle. 3. The engagement completion determining means determines that the engagement is completed when the engine speed first rises after the engine brake request detecting means detects the engine brake request. Brake control device for vehicles equipped with automatic transmission.

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