JPH0151371B2 - - Google Patents
Info
- Publication number
- JPH0151371B2 JPH0151371B2 JP56119108A JP11910881A JPH0151371B2 JP H0151371 B2 JPH0151371 B2 JP H0151371B2 JP 56119108 A JP56119108 A JP 56119108A JP 11910881 A JP11910881 A JP 11910881A JP H0151371 B2 JPH0151371 B2 JP H0151371B2
- Authority
- JP
- Japan
- Prior art keywords
- brake
- detector
- vehicle
- engine
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 30
- 230000002265 prevention Effects 0.000 claims description 15
- 230000007935 neutral effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 235000014676 Phragmites communis Nutrition 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
Description
【発明の詳細な説明】
本発明は、エンジントルクをトルクコンバータ
を介して入力する車両用の変速機の制御装置に関
する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a vehicle transmission that inputs engine torque via a torque converter.
元来この種変速機においては、停車中シフトレ
バをニユートラル位置から切換操作した状態でエ
ンジンのアイドリング運転を行つた場合、エンジ
ントルクがトルクコンバータとシフトレバーの切
換操作で確立される変速機の低速伝動系とを介し
て駆動輪に伝達され、車両が動くという所謂クリ
ープ現象を生じ、これがアイドリング運転状態の
エンジンにとつては相当な負荷となつて種々の問
題を生ずる。 Originally, in this type of transmission, when the engine is idling with the shift lever switched from the neutral position while the vehicle is stopped, the engine torque is established by switching the torque converter and the shift lever. The creep phenomenon is transmitted to the drive wheels through the system, causing the vehicle to move, and this puts a considerable load on the engine when it is idling, causing various problems.
従来かゝるクリープ現象の発生を防止すべく、
エンジンのアイドリング運転を検出して作動する
クリープ防止機構を設け、その作動によれば伝動
系の確立が確立されて変速機が自動的にニユート
ラル状態に復帰され、或いは高速段の伝動系が確
立されるようにしたものは知られるが（実開昭54
−139171号や特公昭48−42132号）、このものでは
登り坂等でブレーキペダルに足をかけた状態から
アクセルペダルに足を移し換えて車両を発進させ
る際、アクセルペダルの踏込みでクリープ防止機
構が作動解除される迄は変速機がニユートラル状
態や高速段の確立状態に存するため、車両の自重
による後退動を生じ勝ちで坂道発進性能が悪くな
る不都合を伴う。 In order to prevent the occurrence of such creep phenomenon,
A creep prevention mechanism is provided that operates by detecting idling of the engine, and when the mechanism operates, the transmission system is established and the transmission is automatically returned to the neutral state, or the transmission system for the high gear is established. It is known that it was made to
-139171 and Special Publication No. 48-42132), this device has a creep prevention mechanism that allows you to move your foot from the brake pedal to the accelerator pedal to start the vehicle on an uphill slope, etc. by pressing the accelerator pedal. Since the transmission remains in a neutral state or a state in which a high speed gear is established until the operation is released, the vehicle tends to move backward due to its own weight, resulting in the inconvenience of poor hill start performance.
本発明は、かゝる不都合を解消することをその
目的とするもので、エンジントルクをトルクコン
バータを介して入力する車両用変速機であつて、
エンジンのアイドリング運転を検出してクリープ
を防止するように作動するクリープ防止機構を備
えるものにおいて、車両のブレーキ解除を検出し
て作動するブレーキ検出器を備え、その作動によ
れば該クリープ防止機構の作動が解除されるよう
にし、且つ該ブレーキ検出器は、ブレーキ解除後
一定時間の時限作動を行うものに構成されること
を特徴とする。 The present invention aims to eliminate such inconveniences, and is a vehicular transmission that inputs engine torque via a torque converter.
A vehicle equipped with a creep prevention mechanism that detects idling of the engine and operates to prevent creep, is equipped with a brake detector that operates by detecting the release of the vehicle's brakes, and according to the operation of the brake detector, the creep prevention mechanism is activated. The brake detector is characterized in that the brake detector is configured to operate for a certain period of time after the brake is released.
次いで本発明の実施例を別紙図面に付説明す
る。 Next, embodiments of the present invention will be explained with reference to attached drawings.
図面で１は油圧作動式変速機を示し、該変速機
１は、エンジン２にトルクコンバータ３を介して
連なる入力軸１ａと、車両の駆動輪４にデフギア
５を介して連る出力軸１ｂとの間に前進３段後進
１段の各伝動系Ｇ１，Ｇ２，Ｇ３，GRを備え、
前進低速段の１速伝動系Ｇ１に油圧係合要素たる
入力軸１ａ上の１速油圧クラツチＣ１と、前進中
速段の２速伝動系Ｇ２に入力軸１ａ上の２速油圧
クラツチＣ２と、前進高速段の３速伝動系Ｇ３に
出力軸１ｂ上の３速油圧クラツチＣ３とを各介在
させ、これら各油圧クラツチＣ１，Ｃ２，Ｃ３
に、第２図に示す如く油圧回路６に備える変速制
御機構７を介して油圧源８からの圧油を切換自在
に供給し、該各油圧クラツチＣ１，Ｃ２，Ｃ３の
係合作動による１速乃至３速伝動系Ｇ１，Ｇ２，
Ｇ３の確立で１速段乃至３速段での走行が行われ
るようにした。 In the drawings, reference numeral 1 indicates a hydraulically operated transmission, and the transmission 1 includes an input shaft 1a connected to an engine 2 via a torque converter 3, and an output shaft 1b connected to drive wheels 4 of the vehicle via a differential gear 5. In between, each transmission system G1, G2, G3, GR with 3 forward stages and 1 reverse stage is provided.
A 1st speed hydraulic clutch C1 on the input shaft 1a which is a hydraulic engagement element in the 1st speed transmission system G1 of the low forward speed stage, and a 2nd speed hydraulic clutch C2 on the input shaft 1a of the 2nd speed transmission system G2 of the middle forward speed stage, A 3rd speed hydraulic clutch C3 on the output shaft 1b is interposed in the 3rd speed transmission system G3 of the forward high speed gear, and each of these hydraulic clutches C1, C2, C3
As shown in FIG. 2, pressure oil from a hydraulic source 8 is switchably supplied via a shift control mechanism 7 provided in a hydraulic circuit 6, and the first speed is set by engaging each hydraulic clutch C1, C2, and C3. to 3rd speed transmission system G1, G2,
By establishing G3, the vehicle can run in 1st to 3rd gears.
尚、後進伝動系GRは、油圧係合要素として２
速油圧クラツチＣ２を共用するもので、２速伝動
系Ｇ２と該後進伝動系GRとを変速制御機構７に
連動して切換制御されるセレクタギア９により選
択的に確立させるようにし、更に１速伝動系Ｇ１
には出力軸１ｂ側のオーバ回転を許容するワンウ
エイクラツチ１０を介在させ、１速段から２速段
への円滑な変速が行われるようにした。 In addition, the reverse transmission system GR has two hydraulic engagement elements.
The second speed transmission system G2 and the reverse transmission system GR are selectively established by a selector gear 9 which is controlled to switch in conjunction with the speed change control mechanism 7, and the first speed transmission system G2 and the reverse transmission system GR are selectively established. Transmission system G1
A one-way clutch 10 is interposed to allow over-rotation of the output shaft 1b, so that a smooth shift from the first gear to the second gear can be performed.
変速制御機構７は、図示しないシフトレバに連
動するマニアルバルブ等を備えてシフトレバの操
作に応じた所定の制御を行うもので、シフトレバ
が例えばパーキング用の「Ｐ」、後進用の「Ｒ」、
ニユートラル用の「Ｎ」、自動変速用の「Ｄ」、エ
ンジンブレーキ用の「２」の計５位置に切換操作
されるものである場合、「Ｐ」と「Ｎ」では各油
圧クラツチＣ１，Ｃ２，Ｃ３への給油を停止、
「Ｄ」では車速とエンジン出力とに応じて１速乃
至３速油圧クラツチＣ１，Ｃ２，Ｃ３に順次に給
油し、１速段乃至３速段の自動変速を行い、「２」
では２速油圧クラツチＣ２にのみ給油して２速段
でのエンジンブレーキを得られるようにし、又
「Ｒ」では２速油圧クラツチＣ２への給油とセレ
クタギア９の後進側への切換えとで後進伝動系
GRを確立すべく作動する。尚、変速制御機構７
は従来種々のものが提案されており、本発明にお
いてその構成は問わないので詳細な説明は省略す
る。 The shift control mechanism 7 is equipped with a manual valve or the like that is linked to a shift lever (not shown), and performs predetermined control according to the operation of the shift lever.
If the gear is switched to a total of 5 positions: "N" for neutral, "D" for automatic shifting, and "2" for engine braking, each hydraulic clutch C1, C2 is set to "P" and "N". , Stop refueling C3,
In "D", oil is sequentially supplied to the 1st to 3rd gear hydraulic clutches C1, C2, and C3 according to the vehicle speed and engine output, automatic gear shifting is performed from 1st to 3rd gear, and in "2"
In "R", oil is supplied only to the 2nd speed hydraulic clutch C2 to obtain engine braking in the 2nd gear, and in "R", refueling is performed to the 2nd speed hydraulic clutch C2 and the selector gear 9 is switched to the reverse side to drive in reverse. Transmission system
Operates to establish GR. In addition, the speed change control mechanism 7
Various types have been proposed in the past, and their configurations do not matter in the present invention, so detailed explanations will be omitted.
油圧回路６は、上記変速制御機構７に加えてエ
ンジン２のアイドリング運転を検出して作動する
クリープ防止機構１１を備えるもので、その作動
によればシフトレバを「Ｎ」から「Ｄ」に切換え
ても１速油圧クラツチＣ１は係合されないように
した。 In addition to the shift control mechanism 7, the hydraulic circuit 6 is equipped with a creep prevention mechanism 11 that is activated by detecting idling of the engine 2. According to its operation, the shift lever is switched from "N" to "D". Also, the first speed hydraulic clutch C1 is not engaged.
これを更に詳述すると、該クリープ防止機構１
１は、１速油圧クラツチＣ１への給油路１２に介
在させた制御弁１３と、該制御弁１３を開閉制御
する電磁ソレノイド１４と、該ソレノイド１４へ
の通電を制御する制御回路１５とを備え、該制御
回路１５は、エンジン２アイドリング運転を例え
ばアクセルペダル１６のアイドル位置への復帰で
検出してハイレベルの信号を発生するアイドリン
グ運転検出器１７と、車両の停車状態を例えばス
ピードメータケーブルに取付けたマグネツト１８
と共働するリードスイツチ１９の開閉で検出して
ハイレベルの信号を発生する停車検出器２０と、
該両検出器１７，２０の出力信号を入力する
AND回路２１と、その出力側のスイツチング素
子２２とで構成され、該両検出器１７，２０の双
方からハイレベルの信号が発生される停車中のエ
ンジン２のアイドリング運転によれば該スイツチ
ング素子２２が導通し、電磁ソレノイド１４への
通電が与えられて、制御弁１３に図面で右方の開
き側から左方の閉じ側へのばね圧に抗した移動が
与えられるようにした。 To explain this in more detail, the creep prevention mechanism 1
1 includes a control valve 13 interposed in an oil supply path 12 to the first speed hydraulic clutch C1, an electromagnetic solenoid 14 that controls opening and closing of the control valve 13, and a control circuit 15 that controls energization of the solenoid 14. , the control circuit 15 includes an idling operation detector 17 that detects the idling operation of the engine 2 by, for example, returning the accelerator pedal 16 to the idle position and generates a high-level signal, and an idling operation detector 17 that detects the idling operation of the engine 2 by, for example, returning the accelerator pedal 16 to the idle position and generates a high-level signal; Installed magnet 18
a stop detector 20 that generates a high-level signal by detecting the opening and closing of a reed switch 19 that cooperates with the stop detector 20;
Input the output signals of both detectors 17 and 20.
It is composed of an AND circuit 21 and a switching element 22 on the output side thereof, and when the engine 2 is idling while the engine 2 is stopped and high level signals are generated from both the detectors 17 and 20, the switching element 22 conducts, energizes the electromagnetic solenoid 14, and causes the control valve 13 to move against the spring pressure from the open side on the right to the closed side on the left in the drawing.
尚、停車検出器２０は、走行中エンジンブレー
キをかけるべくアクセルペダル１６をアイドル位
置に戻したときに、１速油圧クラツチＣ１の係合
が解かれることのないように設けたものであり、
図示の如く１速伝動系Ｇ１にワンウエイクラツチ
１０を介入させる場合は元来エンジンブレーキは
きかないから、停車検出器２０を省略してアイド
リング運転検出器１７のみによりクリープ機構１
１の作動を制御するようにしても良い。 The stop detector 20 is provided so that the first speed hydraulic clutch C1 will not be disengaged when the accelerator pedal 16 is returned to the idle position to apply engine braking while the vehicle is running.
As shown in the figure, when the one-way clutch 10 is intervened in the first-speed transmission system G1, the engine brake is not applied, so the stop detector 20 is omitted and the creep mechanism 1 is operated only by the idling detector 17
1 may be controlled.
以上は上記した従来式のものと特に異ならない
が、本発明によれば車両のブレーキ解除を検出し
て一定時間の時限作動を行うブレーキ検出器２３
を備え、その作動によれば該クリープ防止機構１
１の作動が解除されるようにした。 Although the above is not particularly different from the conventional type described above, according to the present invention, the brake detector 23 detects the release of the brake of the vehicle and performs a timed operation for a certain period of time.
and according to its operation, the creep prevention mechanism 1
1 is now deactivated.
第２図示のもので該ブレーキ検出器２３は、ブ
レーキペダル２４を踏込んでいるときはハイレベ
ルの信号を発生し、その解除で単安定形マルチバ
イブレータ回路２６から一定時間ローレベルの作
動信号を発生するもので、これを前記AND回路
２１に入力し、かくてブレーキ解除によれば該
AND回路２１に該ブレーキ検出器２３から一定
時間ローレベルの作動信号が入力されて、その出
力側のスイツチング素子２２が非導通となり、制
御弁１３がばね圧で開弁位置に復帰してクリープ
防止機構１１の作動が一定時間解除されるように
した。 The brake detector 23 shown in FIG. 2 generates a high-level signal when the brake pedal 24 is depressed, and when released, generates a low-level activation signal for a certain period of time from the monostable multivibrator circuit 26. This is input to the AND circuit 21, and thus, when the brake is released, the corresponding
When a low-level operation signal is input from the brake detector 23 to the AND circuit 21 for a certain period of time, the switching element 22 on the output side becomes non-conductive, and the control valve 13 returns to the open position with spring pressure to prevent creep. The operation of the mechanism 11 is released for a certain period of time.
第３図は制御回路１５の詳細な構成を示し、ア
イドリング運転検出器１７は、アクセルペダル１
６のアイドル位置で閉じられる検知スイツチ１７
ａを備え、アイドリング運転時は該スイツチ１７
ａの閉路により反転バツフア１７ｂの入力電位が
低下してAND回路２１にハイレベルの信号が入
力されるように構成されており、又ブレーキ検出
器２３は、ブレーキペダル２４の解放位置で開か
れる検知スイツチ２３ａを備え、ブレーキ解除時
は該スイツチ２３ａの開路により反転バツフア２
３ｂの入力電位が低下し、その出力側の第２の反
転バツフア２３ｃを介して前記マルチバイブレー
タ回路２６にローレベルの信号が入力されるよう
に構成され、ここで該回路２６は反転バツフア２
３ｃからの入力信号がハイレベルからローレベル
に切換わつたときこれをトリガーとして一定時間
ローレベルの信号を出力するように構成されてお
り、かくてブレーキ解除でAND回路２１にブレ
ーキ検出器２３から一定時間ローレベルの信号が
入力される。停車検出器２０は、前記リードスイ
ツチ１９の開閉に伴う発振電圧を発生する発振回
路２０ａと、これにトランジスタ２０ｂを介して
接続される積分回路２０ｃとを備えて車速に応じ
た電圧を発生させ、これをオペアンプ２０ｄで増
巾後コンパレータ２０ｅにて設定電圧と比較し、
車速が設定車速（例えば10Km／ｈ）以下のとき近
似的に停車状態であると判断して反転バツフア２
０ｆを介してAND回路２１にハイレベルの信号
が入力されるように構成されている。 FIG. 3 shows a detailed configuration of the control circuit 15, in which the idling operation detector 17 is connected to the accelerator pedal 1.
Detection switch 17 closed in the idle position of 6
a, and the switch 17 is turned on during idling operation.
The circuit is configured such that the input potential of the inverting buffer 17b decreases due to the closing of the circuit a, and a high-level signal is input to the AND circuit 21, and the brake detector 23 detects that the brake pedal 24 is opened when the brake pedal 24 is released. A switch 23a is provided, and when the brake is released, the reverse buffer 2 is opened by opening the switch 23a.
3b is lowered, and a low level signal is input to the multivibrator circuit 26 via the second inverting buffer 23c on the output side.
When the input signal from 3c switches from high level to low level, this is used as a trigger to output a low level signal for a certain period of time, and when the brake is released, a signal from the brake detector 23 is sent to the AND circuit 21 when the brake is released. A low level signal is input for a certain period of time. The stop detector 20 includes an oscillating circuit 20a that generates an oscillating voltage when the reed switch 19 is opened and closed, and an integrating circuit 20c that is connected to the oscillating circuit 20a through a transistor 20b to generate a voltage according to the vehicle speed. After amplifying this with an operational amplifier 20d, it is compared with the set voltage using a comparator 20e.
When the vehicle speed is less than the set vehicle speed (for example, 10 km/h), it is determined that the vehicle is approximately at a standstill and the reverse buffer 2 is applied.
The configuration is such that a high level signal is input to the AND circuit 21 via 0f.
次いでその作動を説明するに、常時は前記マル
チバイブレータ回路２６からハイレベルの信号が
出力され、アイドリング運転下での停車時はブレ
ーキングの有無に係らずクリープ防止機構１１の
作動が得られ、従つて平坦路面での停車はブレー
キをかけておかなくともクリープを防止できる。 Next, to explain its operation, a high level signal is normally output from the multivibrator circuit 26, and when stopped under idling operation, the creep prevention mechanism 11 is activated regardless of whether or not braking is applied. When stopping on a flat road, you can prevent creep without applying the brakes.
又、登り坂道でブレーキペダル２４からアクセ
ルペダル１６に足を移し換えて発進する際は、ブ
レーキ解除によりブレーキ検出器２３がマルチバ
イブレータ回路２６から一定時間ローレベルの信
号を出力する時限作動を営み、これによりクリー
プ防止機構１１の作動が直ちに解除されて１速伝
動系Ｇ１が確立され、この時限作動中にアクセル
ペダル１６を踏込むことで車両を後退させず円滑
に発進できる。 Furthermore, when moving your foot from the brake pedal 24 to the accelerator pedal 16 on an uphill slope to start, when the brake is released, the brake detector 23 performs a timed operation in which the multivibrator circuit 26 outputs a low level signal for a certain period of time. As a result, the operation of the creep prevention mechanism 11 is immediately canceled and the first speed transmission system G1 is established, and by depressing the accelerator pedal 16 during this timed operation, the vehicle can be smoothly started without moving backward.
以上油圧クラツチを用いる油圧作動式変速機に
ついて説明したが、本発明はこれに限るものでは
なく、例えば電磁クラツチを用いる電磁式変速機
にも適用可能である。 Although a hydraulically actuated transmission using a hydraulic clutch has been described above, the present invention is not limited thereto, and can also be applied to, for example, an electromagnetic transmission using an electromagnetic clutch.
この様に本発明によるときは、車両のブレーキ
解除を検出して作動するブレーキ検出器を備え、
その作動によりクリープ防止機構の作動が解除さ
れるようにしたもので、発進に際しブレーキを解
除すればアクセルペダルの踏込みを待たずに直ち
に変速機を介してのエンジントルクの伝達が行わ
れ、登り坂発進に際しての車両の後退動を確実に
防止出来る。 As described above, the present invention includes a brake detector that detects the release of the vehicle's brakes and operates,
This operation releases the creep prevention mechanism, and when the brake is released when starting, engine torque is immediately transmitted through the transmission without waiting for the accelerator pedal to be pressed, allowing the vehicle to climb uphill. It is possible to reliably prevent the vehicle from moving backwards when starting.
この場合、ブレーキ解除時にクリープ防止機構
の作動が解除されたままになると、平坦路面での
停車中もクリープを防止するために常にブレーキ
をかけていなければならず面倒であるが、本発明
においてブレーキ検出器はブレーキ解除後一定時
間だけ時限作動するものに構成されているため、
ブレーキをかけていなくてもクリープ防止機構が
作動され、結局坂道発進性を向上して且つ平坦路
面での停車中のブレーキングの煩わしさも解消で
きる効果を有する。 In this case, if the creep prevention mechanism remains deactivated when the brake is released, the brake must be constantly applied to prevent creep even when stopped on a flat road surface, which is troublesome. The detector is configured to operate for a certain period of time after the brake is released, so
The creep prevention mechanism is activated even when the brakes are not applied, which has the effect of improving the ability to start on a slope and eliminating the trouble of braking while stopped on a flat road surface.
第１図は本発明を適用する変速機の１例の線
図、第２図は本発明装置の１例の系統線図、第３
図はその要部の詳細な回路図である。
１……変速機、２……エンジン、３……トルク
コンバータ、１１……クリープ防止機構、２３…
…ブレーキ検出器。
FIG. 1 is a diagram of an example of a transmission to which the present invention is applied, FIG. 2 is a system diagram of an example of a device of the present invention, and FIG.
The figure is a detailed circuit diagram of the main parts. 1... Transmission, 2... Engine, 3... Torque converter, 11... Creep prevention mechanism, 23...
...brake detector.
Claims (1)
入力する車両用変速機であつて、エンジンのアイ
ドリング運転を検出してクリープを防止するよう
に作動するクリープ防止機構を備えるものにおい
て、車両のブレーキ解除を検出して作動するブレ
ーキ検出器を備え、その作動によれば該クリープ
防止機構の作動が解除されるようにし、且つ該ブ
レーキ検出器は、ブレーキ解除後一定時間の時限
作動を行うものに構成されることを特徴とする車
両用変速機の制御装置。1 In a vehicle transmission that inputs engine torque via a torque converter and is equipped with a creep prevention mechanism that detects idling of the engine and operates to prevent creep, it detects the release of the vehicle's brakes. The brake detector is provided with a brake detector that is activated when the brake is activated, and when the brake detector is activated, the operation of the creep prevention mechanism is released, and the brake detector is configured to be activated for a certain period of time after the brake is released. A control device for a vehicle transmission characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56119108A JPS5820526A (en) | 1981-07-31 | 1981-07-31 | Control device of speed changer for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56119108A JPS5820526A (en) | 1981-07-31 | 1981-07-31 | Control device of speed changer for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5820526A JPS5820526A (en) | 1983-02-07 |
| JPH0151371B2 true JPH0151371B2 (en) | 1989-11-02 |
Family
ID=14753104
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56119108A Granted JPS5820526A (en) | 1981-07-31 | 1981-07-31 | Control device of speed changer for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5820526A (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6060351A (en) * | 1983-09-12 | 1985-04-06 | Honda Motor Co Ltd | Non-creep control device of automatic speed change system for car |
| JPS6060353A (en) * | 1983-09-12 | 1985-04-06 | Honda Motor Co Ltd | Non-creep control device of automatic speed change system for car |
| DE3534675C2 (en) * | 1985-09-28 | 1994-06-23 | Bosch Gmbh Robert | Method and device for operating an internal combustion engine |
| JPS6421022U (en) * | 1987-07-30 | 1989-02-02 | ||
| JP2603840B2 (en) * | 1987-11-30 | 1997-04-23 | 富士重工業株式会社 | Creep control device for vehicles with electromagnetic clutch |
| JPH03144155A (en) * | 1989-10-31 | 1991-06-19 | Shimadzu Corp | Controller for continuously variable transmission |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4842132A (en) * | 1971-10-07 | 1973-06-19 |
-
1981
- 1981-07-31 JP JP56119108A patent/JPS5820526A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4842132A (en) * | 1971-10-07 | 1973-06-19 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5820526A (en) | 1983-02-07 |
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