JPS6341771B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic automatic transmission.

The present applicant previously disclosed an electronic automatic transmission in Japanese Patent Application Laid-Open No. 52-127559 (Japanese Patent Application No. 51-44866).

This invention is an automatic version of a parallel shaft manual transmission, and uses an electronic automatic clutch as a clutch in place of a torque converter. This electronic automatic clutch controls the movement speed of an actuator operated by fluid pressure based on the engine's throttle valve opening, engine speed, vehicle speed, gear position, etc.
Input electronic signals representing characteristic values representing vehicle conditions, such as flywheel temperature, brake switch, engine water temperature, road gradient, and cooler switch, are guided to an electronic circuit, and multiple control systems control fluid pressure according to the output signals of this electronic control circuit. By operating the switching solenoid valve that selects the orifice diameter, the movement speed of the clutch operating actuator is automatically set to smooth starting and gear shifting operations.When starting, the switching solenoid valve is activated to select the orifice diameter. It is possible to form a half-clutch state, and performs half-clutch control even when the set engine speed is reached, and also detects the flywheel temperature and closes the clutch in the range below the set temperature and above the set temperature. In addition to correcting the pressure, the system also controls the engine to start properly even when the engine water temperature is low.

For the gear shifting operation, as in the clutch operation, each input electronic signal is guided to an electronic control circuit, and in particular, the vehicle speed and engine throttle valve opening are electronically compared and processed in the electronic circuit to output a gear position shift signal. A throttle torque closer is operated to set the throttle valve opening of the engine to an idling state regardless of depression of the accelerator pedal. At about the same time, the clutch operating actuator is actuated to shift to the required gear position. After the shift is completed, appropriate clutch connection control is performed based on the gear position, vehicle speed, and engine throttle valve opening, and at the same time, the throttle closer is released to complete the shift operation.

However, the throttle torque closer disclosed in this publication does not include a sensor that detects the control status of the engine by the throttle torque closer when controlling the clutch and engine during gear shifting. However, the timing of the closing operation of the engine's throttle valve could not be correlated in detail, resulting in the following drawbacks.

(1) If the clutch shuts off too quickly than the engine throttle valve closes, the engine will race during gear changes.

(2) Conversely, if the clutch disengagement operation is too slow, the throttle will be closed first, resulting in engine braking, which will significantly impair shift feeling.

(3) The initial opening of the engine throttle valve, which is started by the throttle torque closer, differs depending on the state of depression of the accelerator pedal. As a result, (1) mentioned above,
Inconveniences like (2) occur.

An object of the present invention is to provide a throttle torque closer which is configured so that the throttle torque closer is closed in proportion to the clutch stroke even if the amount of depression of the accelerator pedal differs, so that racing during gear shifting and engine braking do not occur. It is equipped with an electronic automatic transmission.

In order to achieve the above object, the present invention provides a stroke sensor in the clutch actuator that connects and disconnects the clutch, and a closer sensor that detects the throttle valve opening in the throttle closer that opens and closes the engine. A throttle closer is installed to convert the stroke of the clutch actuator and opening of the throttle valve into voltage changes from both sensors, adjust the voltage levels of both, and close the throttle valve in response to the disconnected state of the clutch. In particular, a control circuit that controls the throttle valve to be fully closed near the clutch engagement start point is adopted, and the clutch cutoff control during gear shifting prevents engine revving and
Prevented engine braking from occurring.

The details of the present invention will be explained below with reference to the drawings. FIG. 1 illustrates a throttle torque closer according to the present invention. That is, a primary arm 3 is fixed to one end of a primary shaft 2 to which a primary valve 1 of a carburetor is fixed, and a working rod 5a of an actuator 5 is connected to the free end of this primary arm 3 via a link rod 4. The actuator 5 is connected to an electromagnetic switching valve 7 via a conduit 6, and the switching valve 7 switches and connects the conduit 6 to a vacuum tank 9 or an atmospheric release pipe 10 depending on the presence or absence of a speed change signal from a control circuit 33. Negative pressure from an intake manifold (not shown) is always stored at a constant value in the vacuum tank 9 via a check valve 11, and this vacuum tank 9 communicates with the actuator 5 via a switching valve 7 and a conduit 6. Then, the actuating rod 5a is pulled to the right in the figure as shown by the arrow, and the primary shaft 2 is rotated via the primary arm 3 in the closing direction of the primary valve 1 as shown by the arrow.

Note that while atmospheric pressure is introduced into the actuator 5 from the atmosphere release pipe 10 through the conduit 6, the actuating rod 5a of the actuator 5 can freely move in its axial direction, and the primary arm 3 and therefore the primary The movement of the shaft 2 is not restricted in any way. The primary shaft 2 is connected to the primary valve 1 by a comparatively weak throttle open spring 13 via an arm 12 fixed to a part thereof.
is biased in the direction of opening.

In addition, a bent piece 3a is attached to a part of the primary arm 3.
is provided, and this bent piece 3a is attached to the torsion shaft 1.
4, the rotation of the primary shaft 2 by the spring 13 is restricted, and the torsion shaft 14 is disposed coaxially with the primary shaft 2.

An accelerator arm 16 is fixed to the other end of the torsion shaft 14, a relatively strong return spring 17 is connected to its free end, and the pole joint 1
8, one end of an accelerator link 19 from an accelerator pedal (not shown) is connected. The spring 17 is provided to correct the rotation of the primary valve 1 in the closing direction to the torsion shaft 14, and its spring force is made sufficiently larger than the spring force of the spring 13 so that the spring 17 can move the accelerator when the accelerator pedal is released. Primary valve 1 via arm 16, torsion shaft 14, return arm 15, its claw 15a, and bent piece 3a.
can be held in a fully closed state against the tensile force of a spring 13.

A secondary valve drive arm 20 having an arcuate elongated hole 20a concentric therewith is further fixed to the torsion shaft 14, and the elongated hole 20a and a secondary arm 23 provided in the secondary shaft 22 are connected by a connecting rod 24. do.

In this way, the connecting rod 24 engages with the end wall of the elongated hole 20a at the rotational position of the torsion shaft 14 where the primary valve 1 is at a specific angle, and the connecting rod 24 engages with the end wall of the elongated hole 20a. During rotation, secondary shaft 22
rotates in conjunction with the torsion shaft 14 via the connecting rod 24 and secondary arm 23 to open the secondary valve 21.

By the way, the reference numeral 25 indicates a normally closed solenoid valve for closing the throttle, and the reference numeral 26 indicates a normally open solenoid valve for opening the throttle. Negative pressure is introduced into the pipe 27, and atmospheric pressure is introduced into the other pipe 28. Both electromagnetic valves 25 and 26 have solenoids 25a and 26a, respectively, and when these solenoids 25a and 26a are energized, electromagnetic valve 25 conducts pipe line 27, and electromagnetic valve 26 blocks pipe line 28.

A closer sensor 29 detects the opening degree of the primary valve 1, and has a structure similar to, for example, a variable resistor, and has a function of extracting the displacement of the contact piece as a voltage change. In the illustrated example, a rod 31 is attached to the free end of the lever 30 that interlocks with the contact piece.
One end of the rod 31 is connected to the primary arm 3, and the other end of the rod 31 is connected to the primary arm 3. A signal from this sensor 29 is inputted via a lead wire 32 to a control circuit 33, which will be described in detail later.

On the other hand, a stroke signal 34 from a clutch stroke sensor is also input to the control circuit 33. Although this clutch stroke sensor is not shown, it was disclosed in, for example, an electronic automatic clutch control device that the present applicant previously applied for in Japanese Patent Application Laid-Open No. 52-33225 (Japanese Patent Application No. 50-109098). This is a sensor that converts the stroke of the actuator that controls the clutch using fluid pressure into an electrical signal.

By the way, FIG. 2 explains an example of the control circuit 33, and a detection signal of the opening degree of the primary valve 1 from the sensor 29 and a signal 34 from the clutch stroke sensor are input to a comparator 35.

That is, the signal from the sensor 29 is first sent to the amplifier 36.
This amplified signal is further input to an adder or subtracter 37, where the voltage level is converted. This voltage level conversion is performed to equalize the output voltage levels of the clutch stroke sensors. That is, as shown in FIG. 3, if the voltage at the clutch engagement start point (clutch engagement point) of the clutch stroke sensor is V _E and the voltage at the clutch full contact point is V _MAX , then the amplifier 36 of the throttle closer sensor 29 As shown by the solid line in Figure 4, the output voltage level when fully closed does not match the output voltage level at the engagement point. The voltage level conversion is performed so that the voltage Vo is equal to the voltage _VE at the engagement point, and the voltage V8/8 when the clutch is fully open is equal to the voltage _VMAX when the clutch is fully connected.

During gear shifting, when the clutch is disconnected by the low-level clutch disconnection signal 38, the voltage of the clutch stroke sensor gradually becomes smaller than V _MAX as shown in FIG. Therefore, the calculated outputs of the stroke sensor and the closer sensor are compared, and when the stroke sensor output _B1 becomes smaller than the calculated output _B2 of the closer sensor, the output _B3 from the comparator 35 changes from the high level (Hi level) to the Lo level. The voltage is switched.

On the other hand, during gear shifting, the clutch cutoff signal 38 is
Since it is a Lo level, the output of the NOR circuit 39 to which both are input becomes a Hi level output, and the amplifier 4
The solenoid 25a is excited through the resistor 41 and the transistor 42, and negative pressure is introduced to the actuator 5. As a result, the primary valve 1 begins to close independently of the operation of the accelerator pedal.

However, if the primary valve 1 is closed too much compared to the degree of clutch disengagement, the signal voltage B ₁ from the clutch stroke sensor is detected in the comparator 39.
becomes higher than the signal voltage B ₂ from the closer sensor, the output B ₃ becomes Hi level, the output voltage from the NOR circuit 39 becomes Lo level, and solenoid 2
5a is turned OFF.

As a result, the introduction of negative pressure to the actuator 5 is stopped, and the valve opening degree of the primary valve 1 is stopped here.

In this way, the throttle closer is closed in conjunction with the degree of engagement of the clutch, and as is clear from the control state diagram in Figure 5, it is fully closed at the engagement point of the clutch, and engine braking occurs during gear shifting. There is no chance of engine racing or engine racing.

Furthermore, even if the accelerator is pressed down excessively, the throttle closer is always closed in proportion to the clutch and is always fully closed at the engagement point, which prevents engine braking and engine racing. It never happens.

As is clear from the above description, according to the present invention, the voltage level of the output signal from the clutch stroke sensor and the throttle valve opening signal of the throttle torque closer is used as the output signal at the clutch connection start point from the clutch stroke sensor. The voltage level is converted so that the voltage level is equal to the output voltage level when the throttle valve is fully closed, and the output voltage level when the clutch is fully connected is equal to the output voltage level when the throttle valve is fully open. along with the clutch cutoff signal.
NOR circuit and is configured to close the throttle torque closer only when the signal voltage level from the clutch stroke sensor is less than the signal level from the closer sensor, so that the throttle torque closer is proportional to the clutch stroke. is closed, and the inconvenience of engine racing or engine braking does not occur when changing gears.Also, since the throttle torque closer closes independently of the amount of depression of the accelerator pedal, engine racing does not occur. do not have.

[Brief explanation of the drawing]

Fig. 1 is a perspective view illustrating an example of a throttle torque closer according to the present invention, Fig. 2 is a control circuit diagram of the throttle torque closer, and Fig. 3 is a clutch stroke illustrating the relationship between clutch stroke and output voltage. FIG. 4 is an output characteristic diagram of the sensor, and FIG. 5 is a control state diagram. 1... Primary valve, 2... Primary shaft, 3... Primary arm, 5... Actuator, 21... Secondary valve, 22...
Secondary shaft, 25... Solenoid valve for closing the throttle, 26... Solenoid valve for opening the throttle, 29... Sensor, 36, 40... Amplifier, 3
7... Adder or subtracter, 39... NOR circuit.

Claims (1)

[Claims] 1. In an electronic automatic transmission equipped with a clutch actuator that uses fluid pressure to engage and release the clutch, and a throttle closer that controls the throttle valve opening of the engine independently of the accelerator pedal, The clutch actuator is equipped with a stroke sensor that detects clutch movement and a closer sensor that detects the opening/closing status of the throttle valve when the throttle torque closer is activated.The outputs of both sensors are compared and the amount of depression of the accelerator pedal is calculated. An electronic device equipped with a throttle torque closer, characterized in that it is equipped with a control circuit that opens and closes the throttle valve in conjunction with a clutch disconnection operation independently of the clutch, and completely closes the throttle valve at the point where the clutch starts to engage. automatic transmission.