JP2009250324A - Control device of transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a transmission which can improve gas mileage of an internal combustion engine by appropriately setting an execution period of speed-change guard processing. <P>SOLUTION: The control device 200 performs speed-change guard processing which restricts the speed change of the transmission 30 from a low-speed stage to a high-speed stage at the time of cold start of an engine 10. Then the control device 200 calculates the amount of fuel consumption losses produced by an increase in the rotation speed of the engine caused by the execution of the speed-change guard processing and the amount of an increase in fuel efficiency produced by a rise in power transmission efficiency of the transmission 30 caused by the execution of the speed-change guard processing. Then the control device 200 performs the speed-change guard processing while the amount of an increase in fuel efficiency exceeds the amount of fuel consumption losses. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a transmission control device connected to an internal combustion engine.

In an internal combustion engine, various processes for promoting engine warm-up after cold start are performed in order to ensure early exhaust purification performance.
For example, in the apparatus described in Patent Document 1, the engine is prohibited by performing a process for prohibiting a shift to the highest speed during a time set based on the oil temperature of the lubricating oil in the transmission at the time of starting the engine. The engine speed is maintained at a relatively high level to promote engine warm-up.
JP-A-5-332446

  In the above-mentioned document 1, the above-described shift limitation, that is, a shift guard process for limiting the shift from the low speed stage to the high speed stage of the transmission is executed for the purpose of promoting engine warm-up. If the engine warm-up is completed, the shift guard process is terminated.

  By the way, when the temperature of the lubricating oil in the transmission is low, the viscosity of the lubricating oil is high and the power transmission efficiency of the transmission is low, which is disadvantageous in terms of fuel consumption. Therefore, if the transmission is warmed up to promote the increase in the temperature of the lubricating oil, the viscosity of the lubricating oil becomes an ideal state earlier and the power transmission efficiency of the transmission is also increased earlier. As a result, fuel efficiency is improved.

  Here, since the engine speed is maintained at a relatively high level during the execution of the shift guard process, the stirring of the lubricating oil in the transmission is promoted and the oil temperature is likely to rise. Accordingly, during the execution of the shift guard process, not only the internal combustion engine but also the transmission warm-up is promoted, but the warm-up completion timing of such a transmission is later than the warm-up completion timing of the engine. Tend.

  Therefore, if the shift guard process is terminated when the engine warm-up is completed as in the device described in the above-mentioned document 1, the shift guard process is terminated before the transmission warm-up is completed. End up. Therefore, it is not possible to sufficiently obtain the fuel efficiency improvement effect due to the increase in power transmission efficiency through the execution of the shift guard process. As described above, the conventional apparatus leaves room for further improvement in that the fuel consumption of the internal combustion engine is improved by using the shift guard process.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a transmission control device capable of improving the fuel consumption of the internal combustion engine by appropriately setting the execution period of the shift guard process. There is to do.

In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 outputs a shift command value corresponding to the driving state of the vehicle when shifting the transmission connected to the internal combustion engine, and shifts from the low speed stage to the high speed stage when the engine is cold started. In the transmission control device that executes the shift guard process to be limited, the amount of fuel loss that is lost due to an increase in the engine speed due to the execution of the shift guard process, and the power transmission efficiency of the transmission due to the execution of the shift guard process. The gist of the present invention is to calculate a fuel efficiency improvement amount that is improved by increasing, and to execute the shift guard process while the fuel efficiency improvement amount exceeds the fuel efficiency loss amount.

  When the shift guard process for limiting the shift from the low speed stage to the high speed stage is executed, the engine speed is likely to be higher than when it is not executed, and the fuel consumption is reduced. On the other hand, when the engine speed is maintained at a relatively high level by executing the shift guard process, the stirring of the lubricating oil in the transmission is promoted, and the oil temperature rise is promoted. Accordingly, the viscosity of the lubricating oil also decreases early, and the increase in power transmission efficiency of the transmission is higher than when the shift guard process is not executed. When the power transmission efficiency is thus increased, the loss of engine output in the transmission is reduced, and the fuel efficiency is improved.

  As described above, the shift guard process is a process for deteriorating fuel efficiency in terms of increasing the engine speed, and a process for improving fuel efficiency in terms of increasing the power transmission efficiency of the transmission at an early stage. is there.

  Therefore, in this configuration, a fuel consumption loss amount lost due to an increase in engine rotation speed due to execution of the shift guard process and a fuel consumption improvement amount improved due to an increase in power transmission efficiency of the transmission due to execution of the shift guard process are calculated. The shift guard process is executed while the fuel efficiency improvement amount exceeds the fuel efficiency loss amount. Thus, the shift guard process is executed while the fuel efficiency improvement effect obtained by the execution of the shift guard process exceeds the reduction in the fuel consumption due to the execution of the shift guard process. Therefore, the execution period of the shift guard process is set to an appropriate period in terms of improving the fuel efficiency, and the fuel efficiency of the internal combustion engine can be improved. Incidentally, the cold start of the engine in which the shift guard process is executed can be determined based on the intake air temperature, the coolant temperature, or the like.

  In order to calculate the fuel consumption loss amount, as in the invention according to claim 2, the fuel consumption amount during execution of the shift guard process and the estimated fuel consumption when the shift guard process is assumed to be non-executed A configuration in which a difference from the quantity is calculated can be employed.

  According to a third aspect of the present invention, in the transmission control apparatus according to the second aspect, the estimated fuel consumption amount is a gear stage selected when a vehicle speed, an accelerator operation amount, and the shift guard process are not executed. The gist is to be calculated based on the above.

  During the execution of the shift guard process, it is possible to grasp the shift stage selected when the shift guard process is not executed, that is, the shift stage selected based on the shift command value corresponding to the driving state of the vehicle. Based on the above, it is possible to estimate the engine speed when it is assumed that the shift guard process is not executed. Further, the fuel injection amount can be estimated based on the accelerator operation amount, and based on the estimated engine rotation speed when assuming that the shift guard process is not executed and the fuel injection amount estimated from the accelerator operation amount, The estimated fuel consumption amount when it is assumed that the shift guard process is not executed can be calculated. Therefore, according to the configuration, it is possible to calculate the estimated fuel consumption.

  In order to calculate the fuel efficiency improvement amount, the fuel efficiency improvement amount is calculated based on an oil temperature of the lubricating oil in the transmission during the execution of the shift guard process. Calculate the amount of fuel consumption suppression corresponding to the difference between the transmission power transmission efficiency of the transmission and the power transmission efficiency calculated based on the oil temperature when the shift guard process is assumed to be non-executed. It is possible to adopt a configuration such that it is calculated by

  Note that the oil temperature of the lubricating oil in the transmission increases as the running time of the vehicle after the engine starts increases, and the oil temperature rises faster as the engine speed increases. Therefore, according to the invention described in claim 5, it is possible to adopt a configuration in which the oil temperature is estimated based on the engine speed and the running time. Incidentally, the oil temperature during execution of the shift guard process can be estimated based on the actual engine rotational speed and traveling time. In addition, the shift speed selected when the shift guard process is not executed, that is, the shift speed selected based on the shift command value corresponding to the driving state of the vehicle can be grasped, and the shift guard process is determined based on the shift speed and the vehicle speed. It is possible to estimate the engine speed when it is assumed that is not executed. Therefore, the oil temperature when it is assumed that the shift guard process is not executed can be estimated based on the estimated engine speed and traveling time.

  Further, since the engine speed increases as the gear position is set to the low speed side, the oil temperature is estimated based on the gear position and the travel time, as in the sixth aspect of the invention. It is also possible to adopt a configuration. Incidentally, in this configuration, the oil temperature during execution of the shift guard process can be estimated based on the actually selected shift speed and travel time. In addition, it is assumed that the shift stage selected when the shift guard process is not executed, that is, the shift stage selected based on the shift command value according to the driving state of the vehicle can be grasped, and the shift guard process is not executed. Sometimes the selected gear stage can be estimated. Therefore, the oil temperature when it is assumed that the shift guard process is not executed can be estimated based on the estimated shift speed and travel time.

  According to a seventh aspect of the present invention, in the transmission control device according to any one of the first to sixth aspects, the process for determining whether or not the fuel consumption improvement amount exceeds the fuel consumption loss amount is an internal combustion engine. The gist is that it is performed after it is determined that the engine has been warmed up.

  As described above, the warm-up completion timing of the transmission tends to be later than the warm-up completion timing of the engine, and the shift guard processing is executed at least until it is determined that the internal combustion engine has been warmed up. You should do it. Therefore, as in the same configuration, the determination process for determining whether or not the fuel consumption improvement amount exceeds the fuel consumption loss amount is performed after it is determined that the warm-up of the internal combustion engine is completed, thereby efficiently performing such a determination process. Will be able to.

  According to an eighth aspect of the present invention, in the transmission control device according to the seventh aspect, while it is determined that the fuel consumption improvement amount exceeds the fuel consumption loss amount, the transmission is warmed up. The gist of the present invention is to provide a display device that indicates that the driving mode is being urged.

According to this configuration, it is possible to notify the vehicle driver or the like that the operation mode is in the warming up of the transmission.
According to a ninth aspect of the present invention, in the transmission control device according to any one of the first to eighth aspects, the transmission is a manual transmission, and a shift stage corresponding to a driving state of the vehicle. A shift instruction device for displaying the shift instruction is provided, and the shift command value is a command value input to the shift instruction device.

According to this configuration, it is possible to appropriately display a shift stage that is advantageous in terms of fuel consumption, with respect to a shift instruction apparatus that instructs the driver of the vehicle to an appropriate shift stage.
According to the invention described in claim 10, a clutch is provided between the manual transmission and the internal combustion engine, and an actuator that automatically engages and releases the clutch is provided. Such a configuration can also be adopted.

  Further, according to an eleventh aspect of the present invention, the manual transmission may be configured to include an actuator that performs an operation of a shift fork that switches a gear position in accordance with an operation of a shift lever. . By the way, in the manual transmission having the configuration according to claim 10 and claim 11, since the operation of the clutch and the switching of the shift stage can be performed by the actuator, the shift can be automatically performed. Become.

  According to a twelfth aspect of the present invention, in the transmission control device according to any one of the first to eighth aspects, the transmission is an automatic transmission, and the shift command value is the automatic transmission. The gist is that the command value is input to the transmission mechanism.

According to this configuration, it is possible to appropriately select a shift stage that is advantageous in terms of fuel consumption in an automatic transmission that automatically switches the shift stage according to the driving state of the vehicle.
As a mode of limiting the shift from the low speed stage to the high speed stage by the shift guard process, as in the invention according to claim 13, the shift guard process performs a shift compared to when the shift guard process is not executed. It is possible to employ a configuration in which the processing is performed to lower the maximum possible gear speed. In this case, the engine rotational speed can be increased by restricting the shift to the high speed stage during the execution of the shift guard process.

  Further, as a mode of limiting the shift from the low speed stage to the high speed stage by the shift guard process, as in the invention according to claim 14, the shift guard process is different from that when the shift guard process is not executed. A configuration in which the shift line corresponding to the shift stage is shifted to the high vehicle speed side may be employed. In this case, even if the vehicle speed is the same, the lower speed gear stage is selected during execution of the shift guard process as compared with the non-execution time, thereby increasing the engine speed. Will be able to.

Hereinafter, an embodiment of a transmission control device according to the present invention will be described with reference to FIGS.
FIG. 1 shows the configuration of a vehicle to which the transmission control device of this embodiment is applied.

  As shown in FIG. 1, an engine 10 is mounted on a vehicle 100, and a throttle valve 12 that adjusts an intake air amount is provided in the intake passage 11. In the engine 10, the engine output is adjusted by injecting fuel corresponding to the intake air amount from the fuel injection valve. Further, a catalyst 14 for purifying exhaust components is provided in the exhaust passage 13 of the engine 10.

  The crankshaft of the engine 10 is connected to the input shaft of the clutch 20, and the output shaft of the clutch 20 is connected to the input shaft of the transmission 30 having a plurality of shift stages. The transmission 30 has the same gear structure as that of a manual transmission, and the gear position is switched through an operation of a shift fork provided therein. The output shaft of the transmission 30 is connected to the differential gear 50. The output shaft of the differential gear 50 is connected to the drive wheel 60 of the vehicle.

  The clutch 20 is provided with a clutch actuator 21 for performing the engaging operation and the releasing operation. The transmission 30 is provided with a shift actuator 31 for operating the shift fork.

  A shift lever device 32 for selecting a shift mode of the transmission 30 is provided in the vehicle interior of the vehicle. As shown in FIG. 2, the shift lever device 32 is provided with shift positions “R (reverse)”, “N (neutral)”, “D (drive)”, and “M (manual)”. Yes. The shift lever device 32 outputs a shift position signal indicating which of the shift positions the operation position of the shift lever 32A is. Further, at the shift position “M”, by tilting the shift lever 32A toward the rear of the vehicle, an “up signal (+)” for upshifting the shift stage is output, and by tilting the shift lever 32A toward the front of the vehicle, A “down signal (−)” for downshifting the gear position is output.

  In addition, a display device 91 for displaying various information is provided in the meter panel 90 of the driver's seat, and a shift operation such as a shift-up operation or a shift-down operation is given to the driver in the display device 91. A shift indicator 92 is provided. The shift indicator 92 is provided with a display portion at the top and bottom. When an upshift operation is instructed, the upper shift up display portion 92u is lit, and when an upshift operation is instructed, the lower shift down display portion 92d is displayed. Light.

  The state of the vehicle 100 is detected by various sensors. For example, the engine rotational speed NE is detected by the crank angle sensor 300, the intake air amount GA is detected by the intake air amount sensor 310, and the throttle opening degree TA that is the opening degree of the throttle valve 12 is detected by the throttle opening degree sensor 320. The Further, the coolant temperature THW of the engine 10 is detected by the water temperature sensor 330, the vehicle speed SP of the vehicle is detected by the vehicle speed sensor 340, and the accelerator operation amount ACCP, which is the operation amount of the accelerator pedal, is detected by the accelerator sensor 350. Then, the intake air temperature sensor 360 detects the intake air temperature THA that is the temperature of the air taken into the engine 10.

  The above-described shift position signal and signals from various sensors are input to the control device 200, and the control device 200 performs various engine controls such as fuel injection control and ignition timing control of the engine 10 and the transmission 30 based on such signals. The gear shift control is performed.

  In the shift control of the transmission 30, a shift command value corresponding to the driving state of the vehicle is set based on the shift map, and the shift control corresponding to the set shift command value is performed. As shown in FIG. 4, the shift map is a map for setting a shift command value based on the accelerator operation amount ACCP and the vehicle speed SP, and includes a shift-up shift line for changing the shift stage to a high speed stage, and a shift stage. A shift-down shift line for changing to a low speed stage is prepared. The shift-up shift lines and the shift-down shift lines are set corresponding to the shift stages of the transmission 30, respectively. As shown in the solid line, the shift-up shift line includes a 2-speed up shift line, a 3-speed up shift line, a 4-speed up shift line, a 5-speed up shift line, and a 6-speed up shift line. Is set. Further, as shown by the alternate long and short dash line, the shift-down shift line is a 5-speed down shift line, a 4-speed down shift line, a 3-speed down shift line, a 2-speed down shift line, and a 1-speed down shift line. The shift line is set. For example, even if the accelerator operation amount ACCP is constant, when the vehicle speed SP exceeds the third speed up shift line U3, a shift command value for shifting up the shift speed from the second speed to the third speed is set. Is set. Even if the vehicle speed is constant, when the accelerator operation amount ACCP falls below the third speed up shift line U3, a shift command value for shifting up the shift speed from the second speed to the third speed is set. . Conversely, even if the accelerator operation amount ACCP is constant, for example, when the vehicle speed SP falls below the second speed down shift line D2, the shift command value for shifting the shift speed from the third speed to the second speed is Is set. Even if the vehicle speed is constant, when the accelerator operation amount ACCP exceeds the second speed down shift line D2, a shift command value for shifting down from the third speed to the second speed is set.

  In the shift position “D”, when there is a shift request for switching the current shift stage to another shift stage, first, the clutch 20 is released by the clutch actuator 21. Then, after the shift fork is operated by the shift actuator 31 so that the shift stage corresponding to the shift command value is selected, the clutch 20 is engaged by the clutch actuator 21. Thus, at the shift position “D”, a shift command value is input to the shift actuator 31 that forms the shift mechanism of the transmission 30. Then, at this shift position “D”, the automatic shift mode in which the operation of the clutch 20 and the shift fork and the selection of the shift speed are automatically performed.

  On the other hand, at the shift position “M”, when the shift lever 32A is tilted rearward by the driver, an “up signal (+)” is output from the shift lever device 32. When this “up signal (+)” is output, the clutch 20 is disengaged by the clutch actuator 21 and the shift fork is set so that the high speed stage is selected one speed higher than the current gear position. The clutch 20 is engaged by the clutch actuator 21 after being operated by the transmission actuator 31. Similarly, when the shift lever 32 </ b> A is tilted forward by the driver, a “down signal (−)” is output from the shift lever device 32. When this “down signal (−)” is output, the clutch fork 21 is disengaged by the clutch actuator 21 and the shift fork is set so that the low speed stage that is one speed lower than the current gear stage is selected. The clutch 20 is engaged by the clutch actuator 21 after being operated by the transmission actuator 31. As described above, at the shift position “M”, although the operation of the clutch 20 and the shift fork is automatically performed, the manual shift mode in which the driver can arbitrarily select the shift stage is selected.

  Thus, at the shift position “M”, the gear position can be arbitrarily selected by the driver. On the other hand, a shift command value set based on the shift map is input to the shift indicator 92 so that the driver can select an appropriate shift stage according to the driving state of the vehicle from the viewpoint of fuel consumption and the like. The upshift display unit 92u and the downshift display unit 92d are turned on according to the shift command value. For example, when a shift command value for switching to a high speed that is one speed higher than the current gear is output from the control device 200, the upshift display unit 92u is lit, and is one speed slower than the current gear. When the shift command value for switching to the low speed side is output from the control device 200, the downshift display portion 92d is lit. As described above, the shift indicator 92 functions as a shift instruction device that displays a shift instruction to the shift stage according to the driving state of the vehicle, and the driver can adjust the lighting of the upshift display unit 92u and the downshift display unit 92d. When the shift lever 32A is operated, even in the manual shift mode, it is possible to select the same gear position as in the automatic shift mode.

  By the way, in the engine 10, in order to promote the temperature rise of the catalyst 14 and to ensure the exhaust purification performance at an early stage, a shift guard process for promoting engine warm-up after the cold start is executed. This shift guard process is a process for limiting the shift from the low speed stage to the high speed stage in the transmission 30, and more specifically, the highest speed gear stage that can be shifted as compared to when the shift guard process is not executed. This is a process of limiting the maximum speed shift stage of the shift command value so as to limit the maximum speed shift stage that can be changed to, for example, the fourth speed stage. As described above, when the shift speed is limited so that the maximum speed shift speed becomes lower, the engine rotation speed is likely to be maintained at a relatively high level as compared to the non-restricted mode, and engine warm-up is promoted. Become. Incidentally, the vehicle speed cannot be increased if the highest speed gear stage limited by the execution of the shift guard process is too low, and if the highest gear stage is too high, the above-described effect due to the gear guard process is reduced. In consideration of these points, the highest speed gear stage at the time of execution of the shift guard process is appropriately set. When the shift guard process is executed in the automatic shift mode, the shift command value is limited, so that the automatic shift is performed so that the shift is performed between the limited maximum speed shift stage and the first speed stage. To be implemented. Further, when the shift guard process is executed in the manual shift mode, the shift command value is limited, so that the shift indicator 92 shifts up to instruct a shift to a higher speed than the limited maximum speed. Display will not be performed. In addition, when the shift stage selected by the driver is a shift stage on the higher speed side than the limited maximum speed shift stage, the speed is changed to a low speed stage that is equal to or lower than the limited maximum speed shift stage. Until then, the shift indicator 92 performs a downshift display.

  When the shift guard process is executed, the engine speed is likely to be higher than when the shift guard process is not executed, and the fuel consumption is reduced. On the other hand, when the engine speed is maintained at a relatively high level by executing the shift guard process, the stirring of the lubricating oil in the transmission 30 is promoted, and the oil temperature rise is promoted. When the warming-up of the transmission 30 is promoted in this way, the viscosity of the lubricating oil also decreases at an early stage, and the increase in power transmission efficiency of the transmission 30 is higher than when the shift guard process is not executed. . When the power transmission efficiency is increased early in this way, the engine output loss in the transmission 30 is reduced, and the fuel consumption is improved.

  As described above, the shift guard process is a process for deteriorating the fuel efficiency in terms of increasing the engine rotational speed, and a process for improving the fuel efficiency in terms of increasing the power transmission efficiency of the transmission 30 at an early stage. It is.

  Therefore, in the present embodiment, the fuel consumption loss amount FD that is lost due to the increase in the engine speed due to the execution of the shift guard process, and the fuel consumption improvement amount FU that is improved by the increase in power transmission efficiency in the transmission 30 due to the execution of the shift guard process. The shift guard process is executed while the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD. As a result, the shift guard process is executed while the fuel efficiency improvement effect obtained by the execution of the shift guard process exceeds the decrease in the fuel consumption due to the execution of the shift guard process. The fuel consumption of the engine 10 is improved by setting an appropriate period in terms of improving the fuel consumption.

FIG. 5 shows the procedure of the process for starting the shift guard process. This process is performed by the control device 200 when the engine is started.
When this process is started, first, it is determined whether or not the coolant temperature THW is equal to or lower than the first determination temperature T1 (S100). The first determination temperature T1 is appropriately set to a value that can determine whether or not the current engine start is a cold start. If the coolant temperature THW exceeds the first determination temperature T1 (S100: NO), it is determined that the current engine start is not a cold start, and the process is terminated.

  On the other hand, when the coolant temperature THW is equal to or lower than the first determination temperature T1 (S100: YES), it is determined that the current engine start is a cold start, and then the oil temperature of the lubricating oil in the transmission 30 is determined. It is determined whether Ttm is equal to or lower than the oil temperature determination temperature TS (S110). The oil temperature determination temperature TS is a value set for determining whether or not the power transmission efficiency EF of the transmission 30 is sufficiently high, and when the power transmission efficiency EF is sufficiently high. The oil temperature corresponding to the viscosity of the lubricating oil is appropriately set. Further, since the oil temperature Ttm immediately after the engine start has a correlation with the intake air temperature THA immediately after the engine start, the oil temperature Ttm is estimated based on the intake air temperature THA. Incidentally, an oil temperature sensor may be provided in the transmission 30 to directly detect the oil temperature Ttm. When the oil temperature Ttm exceeds the oil temperature determination temperature TS (S110: NO), the power transmission efficiency EF is sufficiently high at the current engine start, and the transmission 30 is in a warm-up completed state. If it is determined that there is, this processing is terminated.

  On the other hand, when the oil temperature Ttm is equal to or lower than the oil temperature determination temperature TS (S110: YES), it is determined that the power transmission efficiency EF is low at the current engine start and the transmission 30 needs to be warmed up. Then, a shift guard process for limiting the shift command value is executed (S120), and this process ends.

By executing the shift guard start process, the shift guard process is executed when the engine 10 and the transmission 30 need to be warmed up.
Next, a process for ending the shift guard process will be described.

FIG. 6 shows the procedure for the shift guard end processing. This process is also repeatedly executed by the control device 200 at predetermined intervals.
When this process is started, it is first determined whether or not the shift guard process is being executed (S200). When the shift guard process is not executed (S200: NO), this process is temporarily terminated.

  On the other hand, when the shift guard process is being executed (S200: YES), it is determined whether or not the vehicle speed SP is equal to or higher than the determination speed SPA (S210). The comparison between the determination speed SPA and the vehicle speed SP is performed for the following reason. That is, when the shift guard process is being executed, the maximum speed shift stage is limited, so that the following inconvenience may occur depending on the case. First, since the engine rotation speed is higher than when the shift guard process is not executed, if the vehicle speed SP is increased to some extent, the engine rotation speed may be increased to the extent that the vehicle driver or the like is uncomfortable. is there. In addition, the vehicle speed cannot be made higher than the maximum speed determined by the limited maximum speed shift stage and the allowable rotational speed of the engine. Therefore, the determination speed SPA is compared with the vehicle speed SP in order to determine whether or not the current vehicle speed SP is a vehicle speed at which such inconvenience may occur.

  If the vehicle speed SP is less than the determination speed SPA (S210: NO), it is determined that the inconvenience does not occur even if the shift guard process is continued, and then the coolant temperature THW is determined to be the second determination. It is determined whether the temperature is equal to or higher than T2 (S220). The second determination temperature T2 is appropriately set to a value that can determine whether or not the engine 10 has been warmed up. When the coolant temperature THW is lower than the second determination temperature T2 (S220: NO), this process is temporarily terminated and the shift guard process is continued.

  On the other hand, when the coolant temperature THW is equal to or higher than the second determination temperature T2 (S220: YES), it is determined that the warm-up of the engine 10 has been completed. Here, the warm-up completion timing of the transmission 30 tends to be later than the warm-up completion timing of the engine 10, and if the shift guard process is terminated upon completion of the warm-up of the engine 10, the warm-up of the transmission 30 is terminated. It is not possible to sufficiently obtain the fuel efficiency improvement effect as described above by machine promotion. Therefore, in this process, the processes after step S250 are continuously executed.

In step S250, the fuel efficiency improvement amount FU according to the current gear position is calculated (S230). This fuel consumption improvement amount FU is calculated as follows.
First, the oil temperature Ttm immediately after the engine start can be estimated from the intake air temperature THA immediately after the engine start as described above. Further, as shown in FIG. 7, the oil temperature Ttm after the engine start becomes higher as the running time of the vehicle after the engine start becomes longer, and the rising speed of the oil temperature Ttm in the temperature rising process is shown in FIG. As shown, the higher the engine rotational speed, the faster the engine speed. Therefore, the amount of increase in the oil temperature Ttm after the engine start can be estimated based on the travel time and the engine rotational speed. Therefore, if the oil temperature Ttm after the engine start is calculated based on the intake air temperature THA immediately after the engine start, and the amount of increase in the oil temperature Ttm is calculated based on the engine speed and the travel time of the vehicle, The oil temperature Ttm after the start of traveling can be estimated. Here, since the engine speed increases as the gear position of the transmission 30 is set to the low speed side, the amount of increase in the oil temperature Ttm is calculated based on the gear position and the travel time as shown in FIG. Is also possible. Therefore, in the present embodiment, the oil temperature Ttm after the engine start is calculated based on the intake air temperature THA immediately after the engine start, and the increase amount of the oil temperature Ttm is calculated based on the shift speed and the running time of the vehicle. The oil temperature Ttm after the vehicle starts to travel is estimated.

  Further, as shown in FIG. 10, since the power transmission efficiency EF of the transmission 30 increases as the oil temperature Ttm increases, the power transmission efficiency EF is estimated based on the oil temperature Ttm estimated in the above-described mode. I have to.

  Then, the difference between the power transmission efficiency EF during execution of the shift guard process and the power transmission efficiency EF when it is assumed that the shift guard process is not executed is obtained, and the fuel suppressed by the difference in the power transmission efficiency EF. The fuel consumption improvement amount FU can be obtained by calculating the consumption amount.

  Therefore, in the present embodiment, as shown in FIG. 11A, the travel time and actual time from the time (time t1) when the cooling water temperature THW is determined to be equal to or higher than the second determination temperature T2 in step S220. The oil temperature Ttm during execution of the shift guard process is calculated at predetermined intervals based on the selected gear. Based on the calculated oil temperature Ttm, the actual power transmission efficiency EFr during execution of the shift guard process is calculated with reference to the relationship between the oil temperature Ttm and the power transmission efficiency EF shown in FIG. ing.

  In addition, it is assumed that the shift stage selected when the shift guard process is not executed, that is, the shift stage selected based on the shift command value according to the driving state of the vehicle can be grasped, and the shift guard process is not executed. Sometimes the selected gear stage can be estimated. Therefore, based on the estimated shift speed when it is assumed that the shift guard process is not executed and the travel time from the time t1, the oil temperature Ttm when the shift guard process is assumed not executed is determined for each predetermined period. I am trying to calculate. Then, when it is assumed that the shift guard process is not executed based on the calculated oil temperature Ttm, in other words, the virtual power transmission efficiency EFb when it is assumed that the shift guard process is released at time t1, Is calculated based on the relationship between the oil temperature Ttm and the power transmission efficiency EF shown in FIG. 10 (two-dot chain line shown in FIG. 11A).

  Further, for each calculation cycle of the actual power transmission efficiency EFr and the virtual power transmission efficiency EFb, an efficiency difference ΔEF that is a difference between the actual power transmission efficiency EFr and the virtual power transmission efficiency EFb is calculated, and a fuel corresponding to the efficiency difference ΔEF is calculated. The amount of suppression is calculated based on a preset map or the like. The calculation of the fuel suppression amount is repeated every predetermined period, and the fuel suppression amount FU at the current shift stage is calculated by accumulating the calculated fuel suppression amount (shaded line shown in FIG. 11A). Equivalent to the area of the part).

  Next, the fuel consumption loss amount FD according to the current gear position is calculated (S240). This fuel consumption loss amount FD is calculated as a difference between the actual fuel consumption amount FSr during execution of the shift guard process and the estimated fuel consumption amount FSb when it is assumed that the shift guard process is not executed.

  More specifically, the actual fuel consumption amount FSr during execution of the shift guard process is calculated based on the fuel injection amount injected from the fuel injection valve. Further, the estimated fuel consumption FSb is calculated as follows.

  First, during the execution of the shift guard process, it is possible to grasp the shift stage selected when it is assumed that the shift guard process is not executed, that is, the shift stage selected based on the shift command value according to the driving state of the vehicle. Therefore, based on the gear position and the vehicle speed, the engine speed when it is assumed that the shift guard process is not executed can be estimated. Further, the fuel injection amount can be estimated based on the accelerator operation amount, and based on the estimated engine rotation speed when assuming that the shift guard process is not executed and the fuel injection amount estimated from the accelerator operation amount, The estimated fuel consumption FSb when it is assumed that the shift guard process is not executed can be calculated.

  Therefore, in the present embodiment, as shown in FIG. 11B, the actual fuel consumption from the time (time t1) when it is determined in step S220 that the coolant temperature THW is equal to or higher than the second determination temperature T2. The FSr is calculated every predetermined period.

  Further, after the time t1, the estimated fuel consumption calculation map shown in FIG. 12 is referred to based on the estimated shift speed, the vehicle speed SP, and the accelerator operation amount ACCP selected when it is assumed that the shift guard process is not executed. Thus, the estimated fuel consumption FSb is calculated for each predetermined period (two-dot chain line shown in FIG. 11B). As shown in FIG. 12, the estimated fuel consumption calculation map is set for each shift speed, and a map corresponding to the estimated shift speed is selected. In each map, the estimated fuel consumption FSb is calculated based on the vehicle speed SP and the accelerator operation amount ACCP. The estimated fuel consumption amount FSb is set to a larger value as the vehicle speed SP is higher or as the accelerator operation amount ACCP is larger. Even if the vehicle speed SP and the accelerator operation amount ACCP are the same, the estimated fuel consumption FSb is set to a larger value as the estimated shift speed is the lower speed.

  Then, for each calculation period of the actual fuel consumption FSr and the estimated fuel consumption FSb, a consumption difference ΔFS that is a difference between the actual fuel consumption FSr and the estimated fuel consumption FSb is calculated, and the calculated consumption difference By accumulating ΔFS, the fuel consumption loss amount FD at the current gear position is calculated (corresponding to the area of the hatched portion shown in FIG. 11B).

  When the fuel efficiency improvement amount FU and the fuel efficiency loss amount FD are thus calculated at predetermined intervals, it is determined in step S250 whether or not the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD. When the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD (S250: YES), it is displayed on the display device 91 that the transmission 30 is in the warm-up mode (S260). Once terminated. In this manner, while the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD, the shift guard process is continuously executed even if the engine 10 has been warmed up.

  On the other hand, when it is determined in step S250 that the fuel efficiency improvement amount FU is equal to or less than the fuel efficiency loss amount FD (S250: NO, time t2 shown in FIG. 11), or in the previous step S210, the vehicle speed SP. Is determined to be equal to or higher than the determination speed SPA (S210: YES), the shift guard process is terminated (S270), and the limitation on the shift command value is released. By canceling the shift command value, in the automatic shift mode, the shift stage is shifted to a shift stage according to the driving state of the vehicle. In the manual shift mode, the display of the shift indicator 92 is controlled so as to shift to a shift stage according to the driving state of the vehicle.

  When the shift guard process is completed in this way, it is determined whether or not the display device 91 displays that the transmission 30 is in the warm-up mode (S280), and displays that the warm-up mode is in effect. If not (S280: NO), this process is temporarily terminated.

  On the other hand, if the warm-up mode is displayed (S280: YES), the display indicating that the transmission 30 is in the warm-up mode is hidden (S290), and the process is temporarily terminated. Is done.

According to this embodiment described above, the following effects can be obtained.
(1) A fuel consumption loss amount FD that is lost due to an increase in the engine speed due to the execution of the shift guard process, and a fuel consumption improvement amount FU that is improved by an early increase in the power transmission efficiency EF of the transmission 30 due to the execution of the shift guard process are calculated. The shift guard process is executed while the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD. Therefore, the effect of the early warm-up of the transmission 30 by the execution of the shift guard process, that is, the fuel efficiency improvement effect obtained by the early increase in the actual power transmission efficiency EFr, increases the engine speed by the execution of the shift guard process. While the resulting fuel consumption loss is exceeded, even when the engine 10 has been warmed up, the shift guard process is continuously executed. Thereby, the execution period of the shift guard process is set to an appropriate period in terms of improving the fuel efficiency, and the fuel efficiency of the engine 10 is improved.

  (2) The fuel consumption is calculated by calculating a consumption difference ΔFS that is a difference between the actual fuel consumption FSr during execution of the shift guard process and the estimated fuel consumption FSb when it is assumed that the shift guard process is not executed. The loss amount FD is calculated. The estimated fuel consumption amount FSb is calculated based on the vehicle speed SP, the accelerator operation amount ACCP, and the estimated shift stage selected when the shift guard process is not executed. It becomes possible to calculate the amount FSb and the fuel consumption loss amount FD.

  (3) The actual power transmission efficiency EFr calculated based on the oil temperature Ttm of the lubricating oil in the transmission 30 during execution of the shift guard process, and the oil temperature Ttm when it is assumed that the shift guard process is not executed. An efficiency difference ΔEF, which is a difference from the virtual power transmission efficiency EFb calculated based on the above, is calculated. Then, the fuel efficiency improvement amount FU is calculated by calculating the fuel suppression amount corresponding to the efficiency difference ΔEF, whereby the fuel efficiency improvement amount FU can be appropriately calculated.

  (4) The oil temperature Ttm during execution of the shift guard process is calculated based on the actually selected shift speed and the travel time of the vehicle. Further, the oil temperature Ttm when it is assumed that the shift guard process is not executed is calculated based on the estimated shift stage selected when the shift guard process is not executed and the travel time of the vehicle. I have to. As a result, the oil temperature Ttm necessary for calculating the fuel efficiency improvement amount FU can be appropriately estimated.

  (5) The warm-up completion timing of the transmission 30 tends to be later than the warm-up completion timing of the engine 10, and at least the shift guard processing is executed until it is determined that the warm-up of the engine 10 is completed. Better. Therefore, after it is determined that the warm-up of the engine 10 is completed (step S220 in FIG. 6), it is determined whether or not the fuel consumption improvement amount FU exceeds the fuel loss amount FD (step S250 in FIG. 6). After the affirmative determination is made in step). Accordingly, the process for determining whether or not the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD is performed after it is determined that the warm-up of the engine 10 has been completed, and the determination process can be performed efficiently. become able to.

  (6) While it is determined that the fuel consumption improvement amount FU exceeds the fuel consumption loss amount FD, a display device 91 is provided to indicate that the operation mode is instructing warm-up of the transmission 30. Therefore, it is possible to notify the vehicle driver and the like that the operation mode that prompts warm-up of the transmission 30 is being performed.

  (7) The transmission 30 having the structure of a manual transmission is provided with a shift indicator 92 that displays a shift instruction to a shift stage corresponding to the driving state of the vehicle, and is adapted to the driving state of the vehicle. Thus, the shift command value output from the control device 200 is input to the shift indicator 92. Accordingly, it is possible to appropriately display a shift stage that is advantageous in terms of fuel consumption, with respect to the shift indicator 92 that instructs the vehicle driver of an appropriate shift stage.

  (8) A clutch actuator 21 that automatically engages and disengages the clutch 20 provided between the transmission 30 and the engine 10 is provided. Further, the transmission 30 is provided with a shift actuator 31 for performing the operation of the shift fork for switching the gear position in accordance with the operation of the shift lever 32A. Since the clutch can be operated and the shift stage can be switched by the actuator in this way, the transmission 30 having the structure of the manual transmission has an automatic shift in which the shift stage is automatically switched according to the driving state of the vehicle. It can be used as a machine. In the automatic shift mode in which the transmission 30 is used as an automatic transmission, the shift command value is input to the shift actuator 31 that constitutes the transmission mechanism of the transmission 30. Therefore, even when the transmission 30 is used as an automatic transmission whose gear is automatically switched according to the driving state of the vehicle, it is possible to appropriately select a gear that is advantageous in terms of fuel consumption. become.

  (9) When the shift guard process is executed, the maximum speed that can be changed is made lower than when the shift guard process is not executed. Therefore, when the shift guard process is executed, the engine speed can be increased more than when the shift guard process is not executed, so that the engine 10 can be warmed up early and the transmission 30 can be warmed up early.

In addition, the said embodiment can also be changed and implemented as follows.
Although the cold start of the engine is determined based on the coolant temperature THW, it may be determined based on the intake air temperature THA.

  The oil temperature Ttm during execution of the shift guard process and the oil temperature Ttm when it is assumed that the shift guard process is not executed are estimated based on the shift speed and the travel time of the vehicle. In addition, since the rising speed of the oil temperature Ttm increases as the engine speed increases, the oil temperature Ttm may be estimated based on the engine speed and the traveling time of the vehicle. In this case, the oil temperature Ttm during execution of the shift guard process can be estimated based on the actual engine speed and the traveling time. In addition, the shift speed selected when the shift guard process is not executed, that is, the shift speed selected based on the shift command value corresponding to the driving state of the vehicle can be grasped, and the shift guard process is determined based on the shift speed and the vehicle speed. It is possible to estimate the engine speed when it is assumed that is not executed. Therefore, the oil temperature Ttm when it is assumed that the shift guard process is not executed can be estimated based on the estimated engine rotational speed and the travel time.

The traveling time of the vehicle used for estimating the oil temperature Ttm may be changed to the operating time of the engine.
-You may make it estimate oil temperature Ttm with another parameter.
The actual oil temperature Ttm may be detected by a temperature sensor.

  As shown in FIG. 13, when the shift guard process is executed, the shift line corresponding to each shift stage is shifted to the higher vehicle speed side by the shift amount SH than when the shift guard process is not executed (normal time). You may do it. In this case, even if the vehicle speed is the same, the lower speed gear stage is selected during execution of the shift guard process as compared with the non-execution time, thereby increasing the engine speed. Will be able to. For example, as shown in FIG. 13, when the shift guard process is not executed (normal time) and the fourth gear is selected at a certain vehicle speed SP1, the shift line is shifted to the high speed side by executing the shift guard process. Is shifted to the third speed, even if the vehicle speed SP1 is the same. Therefore, in this case, the engine speed increases.

  The determination process of whether or not the fuel efficiency improvement amount FU exceeds the fuel efficiency loss amount FD (the process of step S250 in FIG. 6) is determined after the engine 10 has been warmed up (in step S220 in FIG. 6). However, it may be performed before it is determined that the engine 10 has been warmed up. For example, it may be performed immediately after the engine is started.

  The fuel consumption loss amount FD that is lost due to the increase in the engine speed due to the execution of the shift guard process, and the fuel efficiency improvement amount FU that is improved by the increase in the power transmission efficiency EF due to the execution of the shift guard process are calculated in another manner. Also good.

The shift guard process as described above may be performed only in the manual shift mode or only in the automatic shift mode.
In the shift lever device 32, the shift lever 32A is moved to the shift position “M” to enter the manual shift mode, and the shift lever is tilted back and forth at the shift position “M” so that the driver can change the shift stage. I was able to choose. In addition, for example, lever operating positions such as “P”, “R”, “N”, “D”, “3”, “2”, and “L” are provided on the shift lever device, and the shift lever is A shift lever device that allows the driver to select a gear position in the manual shift mode by moving to any one of the shift positions “3”, “2”, and “L” may be used. As described above, the arrangement of the shift lever device 32 with respect to the shift position can be changed as appropriate.

  The above-described manual shift mode is a so-called gear stage in which the shift stage of the transmission 30 is fixed to the third speed stage when the driver directly selects the shift stage for raising and lowering the gear stage, for example, “3rd speed”. It was a hold-type shift mode. In addition, a shift mode in which the driver can arbitrarily select a shift stage to some extent by making it possible to arbitrarily select a shift range that is within the change range of the shift stage and defines the highest speed stage, a so-called range hold type A shift mode may be employed.

  The present invention is similarly applied to a manual transmission that includes only one of the clutch actuator 21 and the shift actuator 31 or a manual transmission that does not include the clutch actuator 21 and the shift actuator 31. be able to.

The transmission 30 is a six-stage transmission, but may be a transmission of five stages or less, or a transmission of seven stages or more.
The transmission 30 can perform automatic transmission even if it is a transmission having a manual transmission structure by operating the clutch 20 and the shift fork with an actuator. In addition, the present invention can be similarly applied to a multi-stage automatic transmission having a planetary gear or the like, or a continuously variable automatic transmission including pulleys, belts, and the like.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view illustrating a configuration of a vehicle to which a transmission control device according to an embodiment of the present invention is embodied and to which the transmission control device is applied. The schematic diagram which shows arrangement | positioning of the shift position in the same embodiment. The schematic diagram of the shift indicator in the embodiment. The conceptual diagram of the shift map in the embodiment. The flowchart which shows the procedure about the start process of the shift guard in the embodiment. The flowchart which shows the procedure about the completion | finish process of the shift guard in the embodiment. The graph which shows the relationship between the driving time of a vehicle, and oil temperature. The graph which shows the relationship between an engine speed and the raise speed of oil temperature. The graph which shows the relationship between the gear stage and the travel time of a vehicle, and the rising speed of oil temperature. The graph which shows the relationship between oil temperature and power transmission efficiency. (A) is a timing chart which shows the calculation aspect of fuel consumption improvement amount. (B) is a timing chart showing how to calculate the fuel consumption loss amount. The schematic diagram which shows the setting aspect of an estimated fuel consumption calculation map. The conceptual diagram of the shift map when the shift guard process in the modification of the embodiment is performed.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Intake passage, 12 ... Throttle valve, 13 ... Exhaust passage, 14 ... Catalyst, 20 ... Clutch, 21 ... Clutch actuator, 30 ... Transmission, 31 ... Transmission actuator, 32 ... Shift lever device, 32A ... shift lever, 50 ... differential gear, 60 ... drive wheel, 90 ... meter panel, 91 ... display device, 92 ... shift indicator, 92d ... shift down display, 92u ... shift up display, 100 ... vehicle, 200 ... Control device, 300 ... crank angle sensor, 310 ... intake air amount sensor, 320 ... throttle opening sensor, 330 ... water temperature sensor, 340 ... vehicle speed sensor, 350 ... accelerator sensor, 360 ... intake air temperature sensor.

Claims (14)

A gear shift command process that outputs a gear shift command value according to the driving state of the vehicle when the transmission connected to the internal combustion engine is shifted, and executes a gear shift guard process that restricts the gear shift from the low speed stage to the high speed stage when the engine is cold started. In the control device of the machine,
A fuel consumption loss amount lost due to an increase in engine rotation speed due to the execution of the shift guard process and a fuel efficiency improvement amount improved due to an increase in power transmission efficiency of the transmission due to the execution of the shift guard process are calculated, and the fuel efficiency improvement The transmission control device, wherein the shift guard process is executed while the amount exceeds the fuel consumption loss amount. The fuel consumption loss amount is calculated by calculating a difference between a fuel consumption amount during execution of the shift guard process and an estimated fuel consumption amount when it is assumed that the shift guard process is not executed. A transmission control device according to claim 1. The transmission control device according to claim 2, wherein the estimated fuel consumption is calculated based on a vehicle speed, an accelerator operation amount, and a shift speed selected when the shift guard process is not executed. The fuel efficiency improvement amount is assumed when the transmission power transmission efficiency of the transmission calculated based on the oil temperature of the lubricating oil in the transmission during the execution of the shift guard process and when the shift guard process is not executed. The transmission according to any one of claims 1 to 3, wherein the transmission is calculated by calculating a suppression amount of fuel consumption according to a difference from the power transmission efficiency calculated based on the oil temperature. Control device. The transmission control device according to claim 4, wherein the oil temperature is estimated based on an engine rotation speed and a travel time. The transmission control device according to claim 4, wherein the oil temperature is estimated based on a gear position and a travel time. The transmission according to any one of claims 1 to 6, wherein the process for determining whether or not the fuel consumption improvement amount exceeds the fuel consumption loss amount is performed after it is determined that the warm-up of the internal combustion engine has been completed. Control device. 8. The transmission according to claim 7, further comprising a display device that indicates that the fuel economy improvement amount exceeds the fuel consumption loss amount and is in an operation mode that prompts the transmission to warm up. Control device. The transmission is a manual transmission, and includes a shift instruction device that displays a shift instruction to a shift stage corresponding to a driving state of the vehicle, and the shift command value is a command value input to the shift instruction device. The transmission control device according to any one of claims 1 to 8. The transmission control device according to claim 9, wherein a clutch is provided between the manual transmission and the internal combustion engine, and an actuator that automatically engages and releases the clutch is provided. 11. The transmission control device according to claim 9, wherein the manual transmission includes an actuator that performs an operation of a shift fork that switches a gear position in accordance with an operation of a shift lever. The transmission control apparatus according to any one of claims 1 to 8, wherein the transmission is an automatic transmission, and the shift command value is a command value input to a transmission mechanism of the automatic transmission. . The transmission control device according to any one of claims 1 to 12, wherein the shift guard process is a process of lowering a maximum speed that can be shifted as compared to when the shift guard process is not executed. The transmission according to any one of claims 1 to 12, wherein the shift guard process is a process of shifting a shift line corresponding to each shift stage to a high vehicle speed side as compared to when the shift guard process is not executed. Control device.

Images