JP3441839B2 - Control device and control method for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device and a control method for an automatic transmission of an automobile, and a control device for an automatic transmission which can realize a shift without calculating a shift schedule map by calculating a shift point. And a control method.

[0002]

2. Description of the Related Art Conventionally, a shift schedule used for controlling an automatic transmission is determined in consideration of fuel consumption characteristics, acceleration characteristics, etc. at the time of vehicle development, and a shift schedule map is written in a storage element mounted on the vehicle. Was there. According to this method, the data required for control can be immediately picked up from the shift schedule map, so that the control could be performed in real time even if the calculation speed of the microcomputer was slow. However, in recent years, there has been a demand for more precise shift control that is comfortable for passengers, and the shift schedule pattern has become complicated.

For example, as described in Japanese Patent Laid-Open No. 54-5167, only the break point of the shift line defined by the load and the engine speed is stored, and the break point is read out as necessary to determine the break point. Interpolation calculation between the two, those that can change the shift schedule according to the engine torque as shown in Japanese Patent Publication No. 55-500122, accelerator pedal operation amount, brake as shown in JP-A-1-238748 Manipulated variable,
A method of determining what kind of driving characteristics a driver exhibits according to data such as the amount of steering wheel operation and vehicle speed and road conditions, and selecting a shift schedule suitable for the driver, JP-A-62-246655 As disclosed in Japanese Patent Laid-Open Publication No. 2003-242242, there are ones in which several kinds of shift schedules which differ depending on traveling conditions are set by calculation. All of these are
The shift schedule map is written in the storage element in advance, and not only fuel consumption characteristics and acceleration characteristics, but also differences in habits of individual drivers, differences in driving environment, differences in acceleration characteristics of individual vehicles, differences in engine braking characteristics, and many more. It is necessary to consider the parameters of, and it took a lot of development time to set the shift schedule map.

[0004]

The problem to be solved by the present invention is to solve the problems without using the shift schedule map.
By providing not only fuel consumption characteristics and acceleration characteristics but also various parameters in real time while providing a control device and control method for an automatic transmission, a great deal of development time for a shift schedule map is unnecessary. That is.

[0005]

In order to solve the above-mentioned problems, the present invention provides a detection means for detecting at least an engine load such as a throttle opening, a vehicle speed, a gear position or a gear ratio, and a detecting means for detecting a vehicle operating condition. A storage means for storing the characteristics of the vehicle such as engine output characteristics, torque converter characteristics, fuel consumption characteristics, and the like, and using the signal from the detection means and the signal from the storage means, drive torque before and after shifting. A configuration is adopted in which the estimated value of the fuel consumption and the shift point of the transmission are calculated in real time to control the shift.

[0006]

According to the present invention having the above-mentioned structure, the driving torque before and after the shift is changed according to the value of the signal detected by the detecting means and the value of the characteristic of the vehicle stored in the storage means. Estimate the fuel consumption, calculate the shift point of the transmission in a short calculation time, and control the automatic transmission in real time, so minimize the capacity of the memory element that wrote the complicated shift schedule map. As well as
Since a large-capacity memory element is not required, the manufacturing cost can be reduced, a large amount of time spent for setting the shift schedule map can be eliminated, and the operating state or running state of the vehicle, and further the driver's request It becomes possible to travel at a shift point according to.

[0007]

Embodiments of the present invention will now be described in detail with reference to the drawings.

First, an upshift in which the gear ratio is shifted from a low speed side to a high speed side will be illustrated by the first to fifth embodiments of the present invention.

FIG. 1 is a system configuration diagram of an automobile power train. The output of the engine 4 is subjected to torque amplification by a torque converter 6 in the automatic transmission 5 and given to a gear train 7, and is transmitted to drive wheels 10 via a propeller shaft 8 and a differential device 9 which also serves as a final reduction gear. 11 is A
TCU (Automatic Transmission Control Unit) is an electronic control device that controls the automatic transmission 5 by incorporating a microcomputer. Signals from ATF (automatic transmission oil) oil temperature sensor 1, ATF oil pressure sensor 2, vehicle speed sensor 12, turbine speed sensor 13, etc.
Also, an engine rotation signal, a throttle opening signal, and the like from an ECU (engine control unit) 14, which will be described later, are input, a calculation is executed using these input values, and a hydraulic control solenoid valve mounted in the hydraulic circuit 15 of the AT. 16
A valve drive signal is output to (a) and 16 (b). ECU14
Is an electronic control unit that incorporates a microcomputer and controls the engine 4. Information such as a crank angle sensor 3, an air flow sensor 17 for detecting an intake air amount, a throttle sensor 19 in a throttle control device 18 and the like is input to the ECU 14, and calculation is executed using these input values, and the calculated result is used. The amount of fuel supplied to the engine 4 and the ignition timing are controlled. In the present invention, the turbine rotation speed sensor 13 is not used, but a method of calculating the turbine rotation speed is illustrated, but any method may be used.

FIG. 2 shows the configuration of the microcomputer peripheral device in the ATCU 11 for carrying out the present invention. Signals from various sensors are converted into digital signals by the input processing unit 20, and are processed by a CPU (central processing unit) which is a microcomputer.
Processing unit) 21. CPU21
Is an input signal and RO based on a calculation program stored in a ROM (Read Only Memory) 22.
RAM using the control constant 28 etc. stored in M22
The (random access memory) 27 is used to perform calculation and condition determination, and the result is sent to the output processing unit 23. The calculation result is converted into a voltage by the output processing unit 23 and drives the hydraulic pressure control solenoid valve 16 shown in FIG. In addition to the control constant 28 in the ROM 22, the engine output characteristic map is stored in the block 24, the fuel consumption characteristic map is stored in the block 25, the torque converter characteristic map is stored in the block 26, and is used for the calculation in the CPU 21. Since these maps do not have a large amount of data, it is not necessary to particularly increase the capacity of the ROM 22.

3 to 5 show a first embodiment of the present invention. FIG. 3 is a block diagram showing a part of the control calculated by the ATCU 11. In block 29, the present drive torque To (n) is estimated by the method described later, and in block 30, the slip ratio e (of the torque converter when it is assumed that the throttle opening TVO is shifted under a constant condition even after the shift is performed. n + 1) is calculated, and in block 31, the drive torque To after the shift is calculated.
Estimate (n + 1). Then, in block 32, the gear shift judgment is performed by comparing the torque difference before and after the gear shift. Although the throttle opening TVO is used here, this is an example,
Any signal may be used as long as it is a signal that remarkably indicates the engine state such as the accelerator pedal depression amount, the engine intake air amount, the fuel injector pulse width, the engine speed, and the engine torque.

This operation will be described with reference to FIG. FIG. 4 is a graph showing the relationship between the vehicle drive torque To and the vehicle speed Vsp when the throttle opening TVO is used as a parameter. The vertical axis of FIG. 4 is the drive torque To, the horizontal axis is the vehicle speed Vsp, and the gear position (subscript n) and the gear position one step higher (subscript n + 1) with the same throttle opening TVO.
6 is a graph showing a drive torque To when traveling in the vehicle. The drive torques To (n) and To (n + 1) intersect at a certain vehicle speed, but if the gears are switched at this intersection, smooth gear shifting should be possible without causing torque fluctuations. However, in reality, since the change width of the gear ratio is large, the engine speed at the intersection often exceeds the allowable value, and the gear cannot be changed smoothly. Therefore, it is realistic to shift gears when the difference in drive torque approaches ΔTo (= f (TVO, g)) which is a function of the throttle opening TVO and the gear ratio g before the intersection. That is,
The drive torque To (n) at the current vehicle speed Vspx and the post-shift drive torque To (n + 1) assuming that the gear has been shifted.
And are calculated at every minute fixed time, and as a result, while the condition of To (n)> To (n + 1) + ΔTo is satisfied, the vehicle travels at the current gear position (n), and To (n ) ≦ To (n + 1) + ΔTo When the condition is met, the vehicle is switched to the next higher gear position (n + 1) and travels. In this way, it is possible to drive at high speed with high torque and to reduce the torque step at the time of shifting.

FIG. 5 is a block diagram showing in detail the control shown in FIG. The subscript (n) of each signal is the current value, (n
+1) means the estimated value after shifting. The throttle torque TVO (n) from the throttle sensor 19 (an example of a signal that clearly indicates the engine state) and the engine speed Ne (n) from the ECU 14 are compared with the engine output characteristic map of the block 24 to obtain the engine torque Te ( n) is calculated. On the other hand, in block 39, the gear ratio g is added to the vehicle speed signal Vsp (n).
Since the turbine speed Nt (n) is obtained by multiplying (n), the speed ratio e (n) is calculated from this and Ne (n) in block 40.
Is calculated and the torque ratio t (n) is calculated by referring to the torque converter characteristic map of the block 26.
From e (n), in block 37, turbine torque Tt
Calculate (n). Further, in block 36, the gear ratio g
The driving torque To (n) is obtained by multiplying (n).

Next, the drive torque To (n + 1) when the speed is changed is estimated. The calculation is performed using g (n + 1) as the gear ratio. In block 38, it is assumed that the vehicle speed does not change immediately after the gear change and the current vehicle speed signal Vsp (n) is set to the gear ratio g.
The turbine speed Nt (n + 1) is calculated by multiplying (n + 1). Here, the speed ratio e (n + 1) of the torque converter is calculated such that the turbine speed is balanced to Nt (n + 1), assuming that the throttle opening TVO is the same after the gear shift.

For this reason, a block 33 showing a Ne map in which the relationship between the throttle opening TVO and the engine speed Ne with respect to the speed ratio e is calculated in advance is provided. When a certain speed ratio e1 (n + 1) is given, the engine speed Ne1 (n + 1) is obtained from the block 33 showing the Ne map, and is multiplied by e1 (n + 1) in a block 41 to obtain the turbine speed Nt1 (n + 1). Is calculated, and the correction value Δe is added to e1 (n + 1) until it becomes equal to Nt (n + 1) previously calculated in the block 34 showing the comparison process, and the iterative calculation is performed. Using the speed ratio e (n + 1) when Nt1 (n + 1) and Nt (n + 1) become equal, the torque ratio t (n + 1) is calculated from the torque converter characteristic map of the block 26, and the engine speed Ne ( n + 1) and the throttle opening TVO (n) are compared with the engine output characteristic map of the block 24 to estimate the engine torque Te (n + 1), and in a block 45, they are multiplied to obtain the turbine torque Tt (n + 1). In block 43, the driving torque To (n + 1) can be estimated by multiplying the gear ratio g (n + 1). Block 35 showing drive torque comparison processing
In, the value obtained by adding a predetermined correction value ΔTo to To (n + 1) is compared with the previously obtained To (n), and when the condition of To (n) ≦ To (n + 1) + ΔTo is entered, the gear position one step higher Switch to (n + 1).

Note that instead of providing the Ne map 33, e
Correction values Δe and ΔN for both (n + 1) and Ne (n + 1)
This can also be realized by using a method of repeatedly calculating while adding e to scan the entire area. Needless to say, instead of calculating the current turbine rotation speed from the vehicle speed to obtain the current turbine rotation speed, the turbine rotation speed sensor 13 may directly detect the turbine rotation speed.

As described above, according to the present embodiment, the driving torques To (n) and To (n + 1) at the current gear position (n) and the gear position (n + 1) one step higher are set at small fixed time intervals. And compared, and as a result, To (n)> To (n + 1) +
The current gear position (n) while the condition of ΔTo is satisfied
If the vehicle runs as it is and enters the condition of To (n) ≦ To (n + 1) + ΔTo, it switches to the gear position (n + 1) one step higher and travels, so the shift point can be calculated in real time and high torque is possible as much as possible. Can drive up to high speed range,
Since there is little torque difference during gear shifting, there is an effect that gear shifting can be performed smoothly.

A second embodiment of the present invention is shown in FIGS. 6 to 8. FIG. 6 is a block diagram showing a part of the control calculated by the ATCU 11. The present embodiment is an example of a case in which the low fuel consumption priority shift is set after the shift even when the driver further presses the accelerator so that the torque does not become insufficient after the shift.
In this method, in block 47, the current fuel consumption amount Qf (n) is estimated by a method described later, and in block 48, the speed ratio e (n + 1) of the torque converter when it is assumed that the gear has been shifted.
And the present drive torque To (n) estimated by the method described in the first embodiment of the present invention in block 49.
Therefore, in block 50, the fuel consumption Qf (n
+1) is estimated. Then, in block 51, the shift judgment is performed by comparing the difference in the fuel consumption amount before and after the shift. This operation will be described with reference to FIG. The vertical axis of FIG. 7 indicates the fuel consumption amount Qf,
The horizontal axis is the vehicle speed Vsp of the vehicle, and is a graph showing the fuel consumption when traveling at the current gear position (n) and the gear position (n + 1) one step higher. Both curves intersect at a certain vehicle speed. At the current vehicle speed Vspx, the fuel consumption amount Qf (n) at the gear position (n) and the gear position (n +
The magnitude of the fuel consumption amount Qf (n + 1) in 1) is compared every minute fixed time, and as a result, Qf (n) <Qf (n
Current gear position (n) while the condition +1) is satisfied
If the vehicle runs as it is and enters the condition of Qf (n) ≧ Qf (n + 1), the vehicle can be driven with low fuel consumption by switching to the gear position (n + 1) one step higher and running.

FIG. 8 is a block diagram showing in detail the control shown in FIG. The engine torque Te (n) is obtained by comparing the throttle opening TVO (n) and the engine speed Ne (n) with the engine output characteristic map of the block 24,
When this is compared with the engine rotation signal Ne (n) on the fuel consumption amount characteristic map of the block 25, the fuel consumption amount Qf
(n) is obtained. Next, the fuel consumption is estimated assuming that the gear has been changed. If the throttle opening TVO does not change after the gear shift, the fuel consumption amount after the gear shift is smaller by the smaller engine speed Ne, and needless to say. Therefore, it is assumed that the driver unintentionally depresses the accelerator pedal to compensate for the drop in the torque after the shift, and the point at which the fuel consumption is still reduced is determined as the shift point.

The fuel consumption amount after the shift changes depending on the amount of depression of the accelerator pedal, but in an extreme case, it is assumed that the drive torque To does not change even after the shift. In block 52, the first embodiment of the present invention is performed. The drive torque To (n) is obtained in the same manner as in the case of FIG. 5 of the example, and in block 53, this is divided by the gear ratio g (n + 1) after the shift to estimate the turbine torque Tt (n + 1). Block 54
Since the vehicle speed Vsp does not change immediately after shifting, the vehicle speed signal Vsp (n) is multiplied by the gear ratio g (n + 1) to obtain the turbine speed Nt (n + 1). Here, the speed ratio e (n + 1) of the torque converter after shifting is predicted. Therefore, similarly to the well-known input capacity coefficient, the inverse capacity coefficient using the turbine torque Tt and the turbine speed Nt on the output side of the torque converter is defined as Cp ′ = Tt / Nt ^2, and this is compared with the speed ratio. The relationship is calculated in advance and provided in the block 55 as an inverse capacity coefficient characteristic. N calculated in block 54
The speed ratio e (n + 1) is obtained by comparing t (n + 1) and Tt (n + 1) calculated in block 53 with the inverse capacity coefficient characteristic shown in block 55, and the speed ratio e (n + 1) is shown in block 26. The torque ratio t (n + 1) is calculated by referring to the torque converter characteristic map. In block 56, the engine speed Ne (n + 1) is calculated from the speed ratio e (n + 1) and the turbine speed Nt (n + 1) previously obtained, and in block 57, the torque ratio t (n + 1) and the turbine speed previously obtained. Engine torque T multiplied by torque Tt (n + 1)
Estimate e (n + 1) respectively. Further, by comparing the engine speed Ne (n + 1) and the engine torque Te (n + 1) with the fuel consumption characteristic map shown in the block 25, the fuel consumption Qf (n + 1) after the shift can be estimated. In the fuel consumption comparison process of block 58,
Qf (n) and Qf (n + 1) are compared in real time, and when the condition of Qf (n) ≧ Qf (n + 1) is met, the gear position (n + 1) is moved up one step.

According to the method of this embodiment, the current vehicle speed V
Fuel consumption Qf at the current gear position (n) at spx
(n) and the magnitude of the fuel consumption amount Qf (n + 1) at the gear position (n + 1) one step higher are compared every minute fixed time,
As a result, while the condition of Qf (n) <Qf (n + 1) is satisfied, the vehicle travels at the current gear position (n) and Qf (n)
When the condition of ≧ Qf (n + 1) is entered, the vehicle shifts to the gear position (n + 1) one step higher and the vehicle travels, so that the shift control can be calculated in real time and the shift can be performed with a low fuel consumption amount.

FIG. 9 shows a third embodiment of the present invention. Figure 9
FIG. 6 is a block diagram of control for determining which of a fuel consumption amount and a drive torque is to be prioritized to determine a shift point. The fuel consumption amount and the driving torque have a contradictory relationship. Block 5
In the drive torque calculation unit shown in 9a and 59b, the block 2
Throttle opening T processed by the input signal processing unit 0
Using VO, engine speed Ne, turbine speed Nt, vehicle speed Vsp, gear position n, and gear ratio g (n), the engine output characteristic map of block 24 and the torque converter characteristic map of block 26 shown in FIG. The driving torques To (n) and To (n + 1) are obtained by collation. Current drive torque To (n) and drive torque To (n + 1) after shifting
Is calculated at every minute fixed time, and the shift judgment is performed by comparing the driving torques before and after the shift in the same manner as in the first embodiment of the present invention. Similarly, in the fuel consumption calculation unit shown in blocks 60a and 60b, the fuel consumption is compared with the engine output characteristic map of block 24, the fuel consumption characteristic map of block 25, and the torque converter characteristic map of block 26 shown in FIG. Consumption Qf (n), Qf (n +
Find 1). The current fuel consumption amount Qf (n) and the fuel consumption amount Qf (n + 1) after the gear shift are calculated at every minute fixed time, and the fuel consumption amount before and after the gear shift is calculated by the same method as in the second embodiment of the present invention. Are compared to make a shift determination.

Which calculation is used to change gears is determined by the output of the area determination section of block 61. For example,
The driver's intention to accelerate is recognized by how much the accelerator pedal is depressed. When the accelerator pedal is lightly depressed, it is when cruising. At this time, the area determination unit of block 61 determines that the fuel consumption amount is prioritized, and the shift determination processing unit shown in block 62 compares the fuel consumption amount. Shift control by. When the accelerator pedal depression amount is large, it is determined that the acceleration feeling is prioritized, and the shift determination processing unit shown in block 62 is caused to perform shift control by comparing the difference between the driving torques before and after the shift. Further, when the throttle opening TVO is fully closed at 0 and fully opened at 1, when the opening is from 7/8 to 1, the rotation speed is smaller than the maximum limit value of the engine speed Ne by a predetermined value. The vehicle speed Vsp corresponding to the number, and when the opening of the throttle opening TVO is from 0 to 0.5 / 8, from the limit vehicle speed at which the vehicle naturally travels (creep) at idle speed Also store in advance vehicle speeds Vsp that are higher by a predetermined value, and when the actual vehicle speeds reach these vehicle speeds, the gear position g (n
Shift to +1).

As described above, according to the present embodiment, at least the throttle opening, the engine speed, the vehicle speed, the gear position or the gear ratio, the operating state of the vehicle or the running state of the vehicle is detected, and the detected signal is sent in response to the detected signal. In the calculation process, the calculation method is switched according to the amount of depression of the throttle opening to calculate the shift point of the transmission in real time, and the shift point is output based on the calculated value. There is no need to map the gear shift schedule that was previously used, and the man-hours for development are greatly reduced.

FIG. 10 shows a fourth embodiment of the present invention, and is a block diagram of control in which, in addition to the control shown in the third embodiment, the time variation of the throttle opening is also taken into consideration. Not only the throttle opening TVO size, but also its time change dT
By taking the VO / dt into consideration and dividing the pattern region, the shift point can be calculated by continuously selecting between the fuel-efficient driving and the acceleration-oriented driving. DT shown in block 63
The VO / dt determination processing unit determines whether the size of dTVO / dt is a preset minimum value, a preset maximum value, or a value between them. The pattern determination processing unit of block 64 determines the pattern of the calculation method, and the TVO area determination processing unit of block 65 determines the shift pattern. If the magnitude of dTVO / dt is the minimum value, the shift pattern that emphasizes the most fuel-efficient driving, dTVO
If the magnitude of / dt is the maximum value, the shift pattern that emphasizes acceleration is selected, and if the magnitude of dTVO / dt is in between those, the shift pattern that emphasizes fuel-efficient driving and acceleration are emphasized. The shift pattern is weighted and combined. If the shift pattern signal is the most economical pattern that emphasizes the most fuel-efficient driving, any one of the methods (1) to (4) in the TVO area determination processing unit of the block 65 according to the size of the throttle opening TVO. The shift point is calculated at, and if the shift pattern signal is the most power pattern with the most emphasis on acceleration, (5) depending on the size of the throttle opening TVO.
The shift point is calculated by any one of the methods (8) to (8), and if the shift pattern signal is between the maximum economy pattern and the maximum power pattern, the economy pattern and the power pattern are determined according to the size of the throttle opening TVO. And are weighted and combined to calculate the shift point.

Here, the operations (3), (6) and (7) in the TVO area determination processing of the block 65 are applied to the first embodiment of the present invention. In the first embodiment, the drive torque To (n) at the present time is obtained, and the drive torque To (n + 1) under the assumption that the gear has been shifted is estimated as the throttle opening TVO being the same as that before the shift, and the drive torque To is calculated. (n) is the drive torque To (n + 1) and the throttle opening T
When it becomes smaller than the value obtained by adding the torque difference ΔTo (= f (TVO, g)) which is a function of VO and the gear ratio g (that is, To (n) ≦ T
o (n + 1)), but the torque difference ΔT
o is at the time of the highest economy pattern of (3) in the TVO area determination processing of block 65 and (6) or (7).
Unlike the maximum power pattern of (3), the torque difference ΔTo is set so that the vehicle speed side is lower than that of the maximum power pattern of (6) or (7) during the maximum economy pattern of (3).

The operation (2) in the TVO area determination processing of block 65 is applied to the second embodiment of the present invention.

Further, the calculation of (4) and (8) in the TVO area determination processing of block 65 is performed by the engine speed Ne.
The vehicle speed corresponding to the number of revolutions lower than the maximum limit value of is stored in advance, and the calculation methods of (1) and (5) are stored in advance by storing the vehicle speed higher than the limit vehicle speed of idle self-propelled by a predetermined value. When these vehicle speeds are reached, the gear position is shifted to the next higher gear position g (n + 1).

As described above, according to this embodiment, not only the throttle opening degree but also the change amount thereof is taken into consideration to divide the pattern area, and continuously select between economy and power to set the shift point in real time. Since the calculation is performed and the shift point is output based on the calculated value, there is no need for a shift schedule map which has been set by spending a large amount of time in the related art, and there is an effect that the number of development steps is significantly reduced.

FIG. 11 is a block diagram showing the fifth embodiment of the present invention. This embodiment shows a method of estimating the engine torque Te and the drive shaft torque To by utilizing the torque converter characteristic without using the engine output characteristic. The output speed of the torque converter, that is, the turbine speed Nt (n) obtained by multiplying the engine speed Ne (n) and the vehicle speed Vsp by the gear ratio g (n) of the current engagement gear stage is input to the block 66, From e (n) = Nt (n) / Ne (n),
The speed ratio e (n) of the torque converter is calculated. This slip ratio e (n) is sent to blocks 69 and 71. Block 6
9, the e-C characteristic stored in advance shows that e
The pump capacity coefficient C (n) corresponding to (n) is extracted. Then, in block 70, the squared Ne (n) ² of the engine speed is input to C (n) and Te = C (n) · Ne.
The engine torque Te (n) is calculated from (n) ² . On the other hand, in block 71, e-
A torque ratio t (n) corresponding to e (n) is extracted from the t characteristic. The turbine torque Tt (n) is obtained by multiplying the two, that is, the engine torque Te (n) and the torque ratio t (n). By multiplying this by the current gear ratio g (n) and the final reduction ratio gf in block 73, the driving torque To (n) is obtained. This is the estimated value of the drive torque at the current gear stage.

Next, when the same accelerator opening as the current gear, that is, the same throttle opening TVO is held, the gear shifts to the next gear (one high gear side from the present), that is, up. A method of estimating the driving torque To (n + 1) when the shift gear is changed will be described. Here, what is important is what the speed ratio e (n + 1) of the torque converter becomes when shifting to the next gear. As a result of various experimental studies conducted by the inventors, the following facts have been revealed. That is, the speed ratio e (n + 1) is the magnitude of the turbine torque Tt (n) before shifting and the shifting state, that is, whether shifting from the first speed to the second speed,
This means that it is uniquely determined depending on whether the shift is from the second speed to the third speed or from the third speed to the fourth speed. That is, when the shift from the first speed to the second speed is represented by the subscript 12, the slip ratio e (n + 1) ¹² at this time is represented by a function of the turbine torque Tt (n) ¹² at this time. That is, e (n + 1) ¹² = f (Tt (n) ¹² ) Similarly, in the case of shifting from the 2nd speed to the 3rd speed, e (n + 1) ²³ = f (Tt (n) ²³ ) Similarly, the 3rd speed to the 4th speed In the case of shifting to, the functional expression of e (n + 1) ³⁴ = f (Tt (n) ³⁴ ) is established. Therefore, this functional expression is used, or this functional expression is mapped and stored in advance, and in block 75, the turbine torque Tt at that time is calculated.
From (n), the slip ratio e (n + 1) is calculated or extracted by searching.

The expected speed ratio e (n + 1) at the next gear stage thus obtained is the next gear ratio obtained from the current vehicle speed Vsp and the gear ratio g (n + 1) of the next gear stage. Multiplying by the turbine speed Nt (n + 1) at the stage, Ne (n + 1) = e (n + 1) · Nt (n + 1). From this, the engine speed Ne at the next gear
Calculate (n + 1). On the other hand, in block 79, C (n + 1) is extracted from the e-C characteristic stored in advance. Further, in block 80, t (n + 1) is extracted from the et characteristic stored in advance. Block 8
In 1, Te (n + 1) = C (n + 1) .Ne (n + 1) .Ne (n +
From 1), turbine torque Tt (n + 1) at the next gear
To estimate. Therefore, the gear ratio g (n
The driving torque To (n + 1) at the next gear can be estimated by multiplying +1) by the final reduction ratio gf.

In the drive torque comparison processing of block 74,
The driving torques To (n) and To (n +) obtained as described above
Using 1), it is determined whether or not the condition of To (n) ≦ To (n + 1) + ΔTo is satisfied, and if satisfied, the gear is switched to the next higher gear. Here, ΔTo is a predetermined predetermined correction value.

The estimation logic of the drive torque To shown in FIG. 11 does not use the engine torque characteristic (the characteristic of the engine torque Te and the throttle opening TVO with respect to the engine speed stored in advance), but only the torque converter characteristic. This is the method to use. Therefore, the air-fuel ratio A / F of the air-fuel mixture is the theoretical air-fuel ratio A / F = 14.7 even at the same throttle opening TVO as in the lean burn engine.
In an engine having an operating range in which engine torques are greatly different, such that there is both a region in which the engine is used and a region in which the lean air-fuel ratio A / F = 23 to 25 exists, an operation that transits between these two regions. Even when controlled to 1, the torque converter input torque, that is, the engine torque Te can be estimated from the drive torque To. The same applies to a turbo engine, a variable intake length engine, a variable valve timing engine, a variable compression ratio engine, or a variable expansion ratio engine. Further, the turbine speed Nt is calculated from the vehicle speed Vsp and the gear ratio g, but it goes without saying that it may be directly detected by the turbine speed sensor 13 shown in FIG.

Next, the downshift in which the gear ratio is changed from the high speed side to the low speed side will be illustrated by the sixth to eighth embodiments of the present invention.

12 to 14 show a sixth embodiment of the present invention. FIG. 12 is a block diagram showing a part of the downshift control calculated by the ATCU 11 shown in FIG. With respect to the throttle opening TVO, block 91 estimates the turbine torque Tt at the current gear stage, and block 92 compares the turbine torque Tt with the limit turbine torque Ttlm to make a shift determination. As a result, if the condition of Tt ≧ Ttlm is satisfied, it is assumed that the gear is shifted to the next lower gear, and the gear is changed to a gear lower than the current gear or the gear ratio. At 91, the turbine torque Tt is calculated, and at block 92, the shift determination is performed by comparing with the limit turbine torque Ttlm. This operation is repeated until the condition of Tt <Ttlm is satisfied, and when the condition of Tt <Ttlm is satisfied,
The gear stage or gear ratio of block 91 at this time is output.

FIG. 13 shows the limit turbine torque T with respect to the turbine speed Nt at a certain throttle opening TVO.
3 shows a tlm curve. Limit turbine torque T
tlm is the result of various experimental studies conducted by the inventors.
Regardless of the gear stage n, that is, the shift from the 4th speed to the 3rd speed, the shift from the 3rd speed to the 2nd speed, or the shift from the 2nd speed to the 1st speed,
It has become clear that it is determined by the throttle opening TVO and the turbine speed Nt. That is, the functional expression Ttlm = f (TVO, Nt) is established. Therefore, this functional expression is used, or this functional expression is mapped and stored in advance, and the limit turbine torque Ttlm is calculated by the throttle opening TVO and the turbine rotation speed Nt at that time, or extracted by search to obtain the turbine torque. Shift determination is performed by comparing with Tt. An example in which the current gear n is set to the fourth speed will be described with reference to FIG. Limit turbine torque Ttl
In the figure, m is the throttle opening TVO and turbine speed Nt
Is given as a function of. Limit turbine torque Tt
The subscript (n) of lm represents the current gear stage, and the subscript (x) represents the gear stage after the gear shift. Further, the subscript 4 of the turbine torque Tt
Means 4th speed. Now, assuming that the vehicle speed is constant after shifting,
When the driver depresses the throttle pedal from the current position of the throttle opening TVO to the position of the point (A) and the throttle opening TVO increases, the turbine torque Tt4 at the point (A) is calculated, and the turbine torque Tt4 at the point (B) is calculated. Limit turbine torque Ttl
Compare with m (n). As a result, at the position of the point A, Tt4 <Ttlm (n), so the fourth speed is maintained. Next, the driver further depresses the throttle pedal to TVO to the position of point (C).
When the turbine torque Tt is calculated,
Since t4 ≧ Ttlm (n), n should be shift-shifted to the third speed which is a gear speed lower by one step than the current fourth speed. However, the shift signal to the third speed is not immediately output, and before that, n is set to the third speed and Tt3 and Nt3 are calculated (as described above, since Vsp is a constant condition even after the shift, the calculated Tt3 is The value is taken into consideration for the gear ratio. The same applies to Nt3), and the result is assumed to be at point (D) or point (F). First, when Tt3 is point (D),
Since Tt3 <Ttlm (x), the shift signal for the third speed is output for the first time. On the other hand, when Tt3 is the (F) point, Tt3 ≧ Ttlm (x), so n is 3
As a second speed, which is one speed lower than the first speed, Tt2, N
Calculate t2. If such an operation is repeated at a small fixed time interval and an ideal gear stage is selected and a shift signal is output, even during a skip shift (for example, shifting from 4th speed to 2nd speed) Less torque fluctuation and shorter shift time.

FIG. 14 is a block diagram showing in detail the control shown in FIG. Among the subscripts attached to the symbols representing the signals, (n) means the current gear speed, and (x) means the value of the gear speed lower by x speed than the current gear speed. The throttle opening TVO (n) from the throttle sensor 19 and the engine speed Ne (n) from the ECU 14 shown in FIG.
The engine torque Te (n) is obtained by referring to the engine output characteristic map of No. 5. On the other hand, the vehicle speed signal Vsp (n)
Since the turbine speed Nt (n) is obtained by multiplying by with the gear ratio g (n), the speed ratio e (n) is calculated from this and the engine speed Ne (n) and compared with the torque converter characteristic map of block 96. The torque ratio t (n) is calculated together, and the turbine torque Tt (n) is calculated from this and the previously calculated engine torque Te (n). Then, from the relationship between the limit turbine torque Ttlm and the turbine speed Nt described in FIG. 13 of the block 97, the limit turbine torque Ttlm with respect to the turbine speed Nt (n) at the throttle opening TVO (n).
(n) is extracted and compared with Tt (n) previously obtained by the turbine torque comparison processing unit of block 98. Here, if the condition Tt (n) ≧ Ttlm (n) is not satisfied, the current gear stage n is held, and if the condition is satisfied, the gear stage is set to the x stage lower speed side than the current gear stage n (here Then, with the gear position of x = 1), the vehicle speed Vsp (n) is constant even immediately after shifting,
The process of block 111 is performed. The turbine speed Nt (x) is obtained by multiplying the current Vsp (n) by the gear ratio x on the x stage lower speed side than n (here, x = 1). Here, the speed ratio e (x) of the torque converter is calculated such that the throttle opening TVO (n) remains the same after the gear shift and the turbine speed is balanced to Nt (x). Therefore, TVO and speed ratio e
The Ne map of the block 103 in which the relationship of the engine speed Ne with respect to is calculated in advance is provided. The engine speed Ne (x) when a certain speed ratio e (x) is given is obtained from the Ne map of the block 103, and the block 105
Nt previously obtained in the turbine speed comparison processing unit of
The correction value Δe is added to the speed ratio e (x) until it becomes equal to (x), and the calculation is repeated.
As a result, the speed ratio e (x) when Nt (x) 2 and Nt (x) become equal in the block 105 is used to calculate the torque ratio t (x) from the torque converter characteristic map in the block 107. The engine torque Ne (x) and the throttle opening TVO (n) at the time are compared with the engine output characteristic map of the block 108 to estimate the engine torque Te (x), which are multiplied to obtain the turbine torque Tt (x). Ask for.
Then, the limit turbine torque Ttlm (x) for the turbine speed Nt (x) at the throttle opening TVO (n) is extracted from the relationship between the limit turbine torque Ttlm and the turbine speed Nt described in FIG. , And the turbine torque Tt (x) previously obtained by the turbine torque comparison processing unit of the block 110 is compared. Where condition T
When tlm (x)> Tt (x) is satisfied, a gear shift signal is output to the gear gear on the x-speed lower side (here, x = 1) than the current gear gear, and gear shifting is performed. On the contrary, the condition Ttlm (x)
When> Tt (x) is not established, the vehicle speed Vsp (n) is kept constant even immediately after the shift as a gear position on the xth lower speed side (here, x = 2), and at a small fixed time interval. Then, the processing of block 111 is repeated to select an ideal gear and output a shift signal.

Instead of providing the Ne map of the block 103, the whole area is scanned by repeatedly calculating while adding the correction values Δe and ΔNe to both the speed ratio e (x) and the engine speed Ne (x). It can also be realized by using the method.
In addition, the current turbine speed Nt (n) is set to the vehicle speed Vsp (n).
It goes without saying that the turbine rotation speed sensor 13 shown in FIG.

According to the method of the present embodiment, the turbine torque is calculated at every minute fixed time based on the throttle opening and the turbine rotational speed, and the turbine torque is compared with the limit turbine torque. The gear stage is repeatedly changed to the low speed side until the condition of is satisfied, and the gear stage when the condition is satisfied is output as a shift signal and the gear is shifted. Therefore, a skip shift (for example, when shifting from the fourth speed to the second speed) Even when the gear is in the meantime, it does not enter the gear stage between them, so there is little torque fluctuation during gear shifting and the gear shifting time is short.

FIG. 15 shows a seventh embodiment of the present invention, and is a block diagram of downshift control in which, in addition to the control shown in the sixth embodiment, the time change of the throttle opening is also taken into consideration. Not only the size of the throttle opening TVO, but also the time change dTVO / dt is taken into consideration to divide the pattern area so that the shift point can be calculated by continuously selecting between the fuel-efficient driving and the acceleration-oriented driving. Is. Block 1
In the dTVO / dt determination processing unit shown in FIG.
It is determined whether the magnitude of VO / dt is a preset minimum value, a preset maximum value, or a value between them, and block 1
The pattern determination processing unit 13 determines the pattern of the calculation method, and the TVO area determination processing unit of block 114 determines the shift pattern. If the magnitude of dTVO / dt is the minimum value, the shift pattern that emphasizes the most fuel-efficient driving, and if the magnitude of dTVO / dt is the maximum value,
The gear shift pattern that emphasizes acceleration is selected, and dTVO
If the magnitude of / dt is in the middle of them, a shift pattern that emphasizes low fuel consumption driving and a shift pattern that emphasizes acceleration are weighted and combined. If the shift pattern signal is the most economical pattern that emphasizes the most fuel-efficient driving, the TVO of block 114 is selected according to the throttle opening TVO.
If the shift point is calculated by any one of the methods (1) to (3) in the area determination processing unit and the shift pattern signal is the most power pattern with the most emphasis on acceleration, depending on the size of the throttle opening TVO. If the shift point is calculated by any of the methods (4) to (6) and the shift pattern signal is between the maximum economy pattern and the maximum power pattern, the economy is determined according to the throttle opening TVO. The shift point is calculated by weighting and combining the pattern and the power pattern.

The operations (2) and (5) in the TVO area determination processing of block 114 are applied to the sixth embodiment of the present invention. The sixth embodiment compares the turbine torque Tt at the current gear stage with the limit turbine torque Ttlm obtained from the limit turbine torque Ttlm curve with respect to the turbine speed Nt to make a shift determination, and as a result, a condition of Tt ≧ Ttlm. Then, assuming that the gear has been shifted to the next lower gear, the turbine gear Tt is calculated by setting the gear to the gear one speed lower than the current gear, and the gear shift judgment is performed by comparing with the limit turbine torque Ttlm. This operation is repeated until the condition of Tt <Ttlm is entered, and when the condition of Tt <Ttlm is entered, the gear stage at this point is output. The limit turbine torque Ttlm is the maximum economy pattern of (2). The time is different from the maximum power pattern in (5), and the Ttlm curve is set so that the vehicle speed is lower in the maximum economy pattern in (2) than in the maximum power pattern in (5).

Further, in the calculation of (3) and (6) in the TVO area determination processing unit 114, the vehicle speed at which the engine speed becomes a predetermined value smaller than the maximum limit value of the engine speed Ne,
In the calculation of (1) and (4), the vehicle speed near the maximum engine torque in the engine output characteristic or the vehicle speed in the stall rotation range of the torque converter is stored in advance. Shift gears.

According to the method of this embodiment, not only the throttle opening but also the change can be taken into consideration to divide the pattern area, and the shift points can be selected in real time by continuously selecting between economy and power. Since the shift points are calculated based on the calculated values and the shift points are output based on the calculated values, it is not necessary to map the shift schedule, which has been set by spending a great deal of time in the past, and the number of development steps can be greatly reduced.

FIG. 16 is a block diagram showing an eighth embodiment of the present invention. This embodiment discloses a method of estimating the engine torque Te and the turbine torque Tt by utilizing the torque converter characteristic without using the engine output characteristic. The turbine rotational speed Nt (n) of the torque converter obtained by multiplying the engine rotational speed Ne (n) and the current vehicle speed Vsp (n) by the gear ratio g (n) of the current engagement gear stage is determined in block 115.
To calculate the speed ratio e (n) of the torque converter from the calculation formula e (n) = Nt (n) / Ne (n). This speed ratio e
(n) is sent to blocks 116 and 118. Block 116
Then, from the previously stored pump capacity coefficient characteristics,
The pump capacity coefficient C (n) corresponding to the speed ratio e (n) is extracted. Then, the pump displacement coefficient C (n) is multiplied by the squared Ne (n) ² of the engine speed, and the engine torque Te (is calculated from the calculation formula Te (n) = C (n) · Ne (n) ^2. n) is calculated. On the other hand, in block 118, the torque ratio t (n) corresponding to the speed ratio e (n) is extracted from the torque converter characteristic stored in advance. The turbine torque Tt (n) is obtained by multiplying both of them by the engine torque Te (n) and the torque ratio t (n). Then, from the relationship between the limit turbine torque Ttlm and the turbine speed Nt described in FIG. 13 of the block 119, the turbine speed N at the throttle opening TVO (n) is calculated.
The limit turbine torque Ttlm (n) for t (n) is extracted and compared with Tt (n) previously obtained by the turbine torque comparison processing unit of the block 120. Here, the condition Tt
If (n) ≧ Ttlm (n) is not established, the current gear stage n is held, and if this condition is established, the gear stage is located on the x stage lower speed side than the current gear stage n (here, x = As the gear position of 1), the process of block 130 is performed under the condition that the vehicle speed Vsp is constant immediately after the gear shift. This is the current vehicle speed Vsp
In (n), the speed is lower by x than the current gear n (here, x =
The turbine speed Nt (x) is obtained by multiplying the gear ratio x in 1). Here, what is important is what the speed ratio e of the torque converter becomes when shifting to the x-speed lower side (here, x = 1) from the current gear n. In this regard, as a result of various experimental studies conducted by the inventors, the following has become clear. That is, the speed ratio e is determined by the size of the throttle opening TVO and the gear shift state,
That is, it means that it is uniquely determined by the shift from the fourth speed to the third speed, the shift from the third speed to the second speed, or the shift from the second speed to the first speed. That is, in the case of shifting from the 4th speed to the 3rd speed, if the subscript is 43, e (x) 43 = f
(TVO43). Similarly, when shifting from the third speed to the second speed, e (x) 32 = f (TVO32). Similarly,
In the case of shifting from the 2nd speed to the 1st speed, e (x) 21 = f (TV
The relational expression of O21) is established. Therefore, block 1
When calculating the speed ratio e (x) at 25, use the relational expression or
Alternatively, this is mapped and stored in advance, and the speed ratio e (x) is calculated from the throttle opening TVO at that time.
Is calculated or retrieved. The expected speed ratio e (x) when the x-stage low speed side (here, x = 1) obtained in this way is multiplied by Nt (x) obtained previously to obtain the calculation formula Ne (x). = E (x) · Nt (x), the engine speed Ne (x) at the x-stage low speed side (here, x = 1) is calculated. On the other hand, in block 126, the pump capacity coefficient C (x) corresponding to the speed ratio e (x) is extracted from the pump capacity coefficient characteristic stored in advance. Then, the pump capacity coefficient C (x) is added to the above-mentioned engine speed squared Ne.
Multiplying by (x) ² , the calculation formula Te (x) = C (x) · Ne (x)
^{From 2} , the engine torque Te (x) is calculated. On the other hand, in block 127, the torque ratio t corresponding to the speed ratio e (x) is calculated from the torque converter characteristics stored in advance.
Extract (x). Both, that is, engine torque T
The turbine torque Tt is calculated by multiplying e (x) by the torque ratio t (x).
Find (x). Then, the limit turbine torque Ttlm and the turbine speed Nt described in FIG.
From the relationship, the limit turbine torque Ttlm (x) with respect to the turbine speed Nt (x) at the throttle opening TVO (n)
Is extracted and compared with the turbine torque Tt (x) previously obtained by the turbine torque comparison processing unit of block 129. Here, when the condition Ttlm (x)> Tt (x) is satisfied, the speed is lower by x than the current gear (here, x = 1).
The gear shift signal is output to the gear stage of and the gear is shifted. On the contrary, when the condition Ttlm (x)> Tt (x) is not satisfied, the vehicle speed Vsp is set to be a constant value immediately after the shift, and the vehicle speed Vsp is set to a very small constant value as the gear position on the x-speed side (here, x = 2). The processing of block 130 is repeated every time, the ideal gear is selected, and the shift signal is output.

The turbine torque estimation logic shown in FIG. 16 has the engine torque characteristic (the engine torque with respect to the engine speed stored in advance,
This is a method of utilizing only the torque converter characteristic without using the throttle opening characteristic). Therefore, as in the lean burn type engine, even if the throttle opening is the same, the air-fuel ratio A / F of the air-fuel mixture uses the stoichiometric air-fuel ratio A / F = 14.7 and the lean air-fuel ratio A / F = 23-25. Has an advantage that the engine torque can be estimated even when the engine torque is greatly changed, and the engine torque can be estimated even when the engine has an operation range in which the engine torque greatly differs. is doing. The same applies to a turbo engine, a variable intake length engine, a variable valve timing engine, a variable compression ratio engine, and a variable expansion ratio engine. Needless to say, instead of calculating the turbine speed from the vehicle speed as in the present embodiment, the turbine speed may be directly detected.
Further, according to the method of the present embodiment, the turbine torque is calculated at every minute fixed time by the signal that shows the throttle opening or the engine state remarkably and the turbine speed, and the turbine torque is compared with the limit turbine torque. , The gear stage is changed to the low speed side repeatedly until the condition of the magnitude relation between the turbine torque and the limit turbine torque is satisfied, and the gear stage when the condition is satisfied is output as a gear shift signal to shift gears. Even when the gear is changed from the 4th speed to the 2nd speed), there is an advantage that there is little torque fluctuation at the time of the gear change and the gear change time is short because it does not enter the gear stage between them.

As described above, according to the present invention, at least the engine load such as the throttle opening, the engine speed,
The vehicle speed, gear position, or gear ratio vehicle operating condition or vehicle running condition is detected, and drive torque before or after gear shifting or fuel consumption is calculated according to the detected signal and vehicle characteristics. The points can be calculated in real time. Further, in the case of the calculation in which both the drive torque and the fuel consumption amount are taken into consideration, the calculation method can be switched in the calculation process to calculate the shift point of the transmission in real time, and the shift point can be output based on the calculated value. Therefore, conventionally,
It is not necessary to map the shift schedule that has been spending a great deal of time, which significantly reduces the development man-hours and minimizes the capacity of the storage element that wrote the shift schedule map. There is an effect that the manufacturing cost can be reduced. In addition, the optimum shift point (for example, a shift point at which the same acceleration performance as that of a new product can be obtained even if the torque decreases) can be determined in accordance with the change with time of the engine and the difference between the engine, and the driving state or running state of the vehicle can be determined. In addition, it is possible to drive and run at the shift point according to the user's request.

Further, even if the lean-burn engine has a characteristic in which the engine torque characteristic changes extremely depending on the operating state, it is possible to easily set the shift point. This is a turbo specification engine, variable intake length. Similarly, it is possible to easily set a shift point for a specification engine, a variable valve timing specification engine, a variable compression ratio engine, a variable expansion ratio engine, or the like.

[0049]

As described above, according to the present invention, at least the engine load such as the throttle opening, the engine speed, the vehicle speed, the gear position or the gear ratio of the vehicle operating state or the vehicle running state is detected, Since the drive torque before and after the shift or the fuel consumption is calculated according to the detected signal and the characteristics of the vehicle, the shift point of the transmission can be calculated in real time, and conventionally, a great amount of time is spent for tuning. Since it is not necessary to map the shift schedule that was used, the development man-hours can be significantly reduced, and the capacity of the memory element or the like in which the shift schedule map was written can be minimized, and the manufacturing cost can be reduced. There is an effect.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of an automobile power train showing an embodiment of the present invention.

FIG. 2 is a configuration diagram of peripheral devices of a CPU 21 in the ATCU 11 shown in FIG.

3 shows the first embodiment of the present invention, the AT shown in FIG.
The block diagram which shows a part of up-shift control calculated by CU11.

FIG. 4 is a graph showing the relationship when the driving torque of the automobile and the throttle opening of the vehicle speed are used as parameters.

5 is a block diagram showing in detail the control shown in FIG.

FIG. 6 is a block diagram showing a second embodiment of the present invention and showing a part of the upshift control calculated by the ATCU 11.

FIG. 7 is a graph showing the relationship between the fuel consumption of an automobile and the vehicle speed.

8 is a block diagram showing in detail the control shown in FIG.

FIG. 9 is a block diagram of an upshift control that determines the shift point by prioritizing either the fuel consumption amount or the driving torque according to the third embodiment of the present invention.

FIG. 10 is a block diagram of upshift control showing a fourth embodiment of the present invention, and in addition to the control shown in the third embodiment, the time change of the throttle opening is also taken into consideration.

FIG. 11 is a block diagram of upshift control using the characteristics of a torque converter, showing a fifth embodiment of the present invention.

FIG. 12 shows a sixth embodiment of the present invention and is shown in FIG.
The block diagram which shows a part of downshift control calculated by ATCU11.

FIG. 13 is a graph showing a limit turbine torque curve with respect to a turbine speed at a certain throttle opening.

14 is a block diagram showing in detail the control shown in FIG.

FIG. 15 is a block diagram of downshift control showing the seventh embodiment of the present invention, and in addition to the control shown in the sixth embodiment, the time change of the throttle opening is also taken into consideration.

FIG. 16 is a block diagram of downshift control using the characteristics of a torque converter according to an eighth embodiment of the present invention.

[Explanation of symbols]

1 ... ATF oil temperature sensor, 2 ... ATF oil pressure sensor, 3 ... crank angle sensor, 4 ... engine, 5 ... automatic transmission, 6 ...
Torque converter, 7 ... Gear train, 8 ... Propeller shaft, 9 ... Differential device, 10 ... Drive wheel, 11 ... ATC
U, 12 ... vehicle speed sensor, 13 ... turbine speed sensor,
14 ... ECU, 15 ... Hydraulic circuit, 16 ... Hydraulic control solenoid valve, 17 ... Air flow sensor, 18 ... Throttle control device, 19 ... Throttle sensor, 20 ... Input processing unit, 2
1 ... CPU, 22 ... ROM.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification symbol FI F16H 59:68 F16H 59:68 59:74 59:74 (72) Inventor Kazuhiko Sato 2477 Kashima Yatsu Kashima, Katsuta, Ibaraki Pref. Address 3 Hitachi Automotive Engineering Co., Ltd. (72) Inventor Hiroshi Kuroiwa 2520, Takaba, Katsuta City, Ibaraki Prefecture Hitachi Ltd. Automotive Equipment Division, Hitachi, Ltd. (72) Inventor Minowa Toshimichi, Mikamachi Okamachi, Hitachi City, Ibaraki Prefecture 1-1-1, Hitachi Ltd., Hitachi Research Laboratory (72) Inventor, Hiroshi Onishi 7-1-1, Omika-cho, Hitachi-shi, Ibaraki Hitachi Ltd. Hitachi Research Laboratory (56) Reference JP-A-2-240448 ( JP, A) JP 2-97763 (JP, A) JP 59-13157 (JP, A) JP 54-5167 (JP, A) JP 1-238748 ( P, A) JP 62-246655 (JP, A) JP 2-271155 (JP, A) JP 2-267030 (JP, A) JP 58-109752 (JP, A) JP Flat 6-221426 (JP, A) Special table Sho 55-500122 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (20)

(57) [Claims] 1. A vehicle equipped with a vehicle power train including an engine, a torque converter, and an automatic transmission, and a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In a control device for an automatic transmission that controls a vehicle power train using a signal detected by means, a characteristic storage means for storing vehicle characteristics is provided, and the operating state or the traveling state detected by the detecting means. Of at least the engine speed and the engine load, and the engine output characteristic stored in the characteristic storage means, the drive torque before the shift is determined, and it is assumed that the shift is performed from the signal indicating the engine load and the vehicle speed. If the drive torque after shifting is estimated, the drive torque before shifting is calculated as follows. A control device for an automatic transmission, wherein a shift signal is output to the automatic transmission when the driving torque becomes smaller than a value obtained by adding a predetermined value to the driving torque. 2. A vehicle power train comprising an engine, a torque converter, and an automatic transmission, and a vehicle equipped with a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In a control device for an automatic transmission that controls a vehicle power train using a signal detected by means, a characteristic storage means for storing an engine output characteristic, a torque converter characteristic and a fuel consumption characteristic is provided, and the detection means Based on the detected engine speed and engine load signal and the engine output characteristic, torque converter characteristic and fuel consumption amount characteristic stored in the characteristic storage means, the fuel consumption amount before the gear shift is calculated, and it is assumed that the gear shift has been performed. In this case, the engine torque and the engine speed after the shift are estimated, and the engine torque after the shift is estimated. And estimating the fuel consumption amount after the gear shift from the engine speed and the engine speed, and outputting a gear shift signal to the automatic transmission when the fuel consumption amount before the gear shift becomes larger than the fuel consumption amount after the gear shift. Characteristic automatic transmission control device. 3. A vehicle power train comprising an engine, a torque converter, and an automatic transmission, and a vehicle equipped with a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In a control device for an automatic transmission that controls a vehicle power train using a signal detected by means, a first characteristic storage means for storing vehicle characteristics is provided, and the operating state detected by the detection means or The drive torque before shifting is obtained from at least the engine speed and engine load in the running state and the engine output characteristic stored in the first characteristic storage means, and the shift is performed from the signal representing the engine load and the vehicle speed. Assuming that the drive torque after the shift is estimated, the drive torque before the shift is A first control means for outputting a shift signal to the automatic transmission when the driving torque becomes smaller than a value obtained by adding a predetermined value, and a second storing means for storing engine output characteristics, torque converter characteristics and fuel consumption characteristics. Of the engine speed and engine load detected by the detecting means, and the engine output characteristic, torque converter characteristic and fuel consumption amount characteristic stored in the second characteristic storing means before shifting. Calculates the fuel consumption amount at, and estimates the engine torque and engine speed after the gear shift assuming that the gear has been shifted,
A fuel consumption amount after the gear shift is estimated from the engine torque and the engine speed after the gear shift, and when the fuel consumption amount before the gear shift becomes larger than the fuel consumption amount after the gear shift, a shift signal is sent to the automatic transmission. And a second control unit for outputting the control signal according to the traveling state detected by the detection unit. 4. The automatic transmission according to claim 3 , wherein the switching between the first control means and the second control means is performed by using at least one signal indicating an engine state. Control device. 5. The signal according to claim 4 , wherein the signal indicating the engine state is at least one of an accelerator pedal opening, an engine load, an intake air amount, a fuel injector pulse width, an engine speed, and an engine torque. A control device for an automatic transmission characterized by: 6. The method according to claim 4 , wherein when the signal indicating the engine state is less than or equal to a predetermined value, the first control means is activated, and when the signal indicating the engine state is greater than or equal to the predetermined value, the first control means is activated. A control device for an automatic transmission, characterized by switching to a second control means. 7. The method according to claim 4 , wherein the first control means and the second control means are the accelerator pedal opening,
A control device for an automatic transmission characterized in that switching is performed according to at least one magnitude of change per unit time among engine load, intake air amount, fuel injector pulse width, engine speed, and engine torque. 8. The unit of at least one of the accelerator pedal opening, the engine load, the intake air amount, the fuel injector pulse width, the engine speed, and the engine torque according to claim 7. A third shift instruction value between the first shift instruction value obtained by the first control means and the second gear shift instruction value obtained by the second control means according to the magnitude of the change amount of Is calculated by weighting, and a shift signal is output to the automatic transmission based on the third shift instruction value. 9. A vehicle power train comprising an engine, a torque converter, and an automatic transmission, and a vehicle equipped with a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In a control device for an automatic transmission that controls a vehicle power train using a signal detected by means, a characteristic storage means for storing vehicle characteristics is provided, and the operating state or the traveling state detected by the detecting means. Of the engine torque and engine load, and the engine output characteristic stored in the characteristic storage means, the turbine torque before shifting is determined, and the turbine torque is greater than the limit value of the turbine torque corresponding to the gear before shifting. When the turbine torque after shifting is assumed, it is assumed that the gear has been shifted to a lower gear than the gear before shifting. Is estimated using the engine load and the vehicle speed before shifting, and when the turbine torque after shifting is smaller than the turbine torque limit value corresponding to the gear after shifting, the shift signal is sent to the automatic transmission. A control device for an automatic transmission characterized by outputting the following. 10. A vehicle power train comprising an engine, a torque converter and an automatic transmission, and a vehicle equipped with a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In the control method of the automatic transmission for controlling the vehicle powertrain using the signal detected by the means, the characteristic storage means stores vehicle characteristics, and the characteristic storage means stores the operating state or the running state detected by the detecting means. From at least the engine speed and the signal representing the engine load and the engine output characteristic stored in the characteristic storage means,
The drive torque before shifting is determined, the drive torque after shifting is estimated on the assumption that shifting is performed from the signal indicating the engine load and the vehicle speed, and the drive torque before shifting is predetermined as the drive torque after shifting. A method for controlling an automatic transmission, wherein a shift signal is output to the automatic transmission when the value becomes smaller than a value obtained by adding the value of. 11. A vehicle power train comprising an engine, a torque converter and an automatic transmission, and a vehicle equipped with a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In the control method of the automatic transmission for controlling the vehicle power train using the signal detected by the means, the characteristic storage means stores the engine output characteristic, the torque converter characteristic, and the fuel consumption characteristic, and the detection means detects the characteristic. A case where it is assumed that the fuel consumption amount before the gear shift is calculated from the engine speed and engine load signal thus obtained and the engine output characteristic, the torque converter characteristic and the fuel consumption amount characteristic stored in the characteristic storage means, and the gear shift is assumed. Estimate the engine torque and engine speed after shifting
A fuel consumption amount after the gear shift is estimated from the engine torque and the engine speed after the gear shift, and when the fuel consumption amount before the gear shift becomes larger than the fuel consumption amount after the gear shift, a shift signal is sent to the automatic transmission. A method for controlling an automatic transmission, comprising: 12. A vehicle equipped with a vehicle power train including an engine, a torque converter, and an automatic transmission, and a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In the control method of the automatic transmission for controlling the vehicle power train using the signal detected by the means, the first characteristic storage means stores vehicle characteristics, and the operating state detected by the detection means or the It is determined that the drive torque before shifting is determined from at least the engine speed and engine load in the running state and the engine output characteristic stored in the first characteristic storage means, and that the shift is performed from the signal representing the engine load and the vehicle speed. Estimate the post-shift drive torque under the assumption that the drive torque before the shift is the drive torque after the shift. A first control method for outputting a shift signal to the automatic transmission when the torque becomes smaller than a value obtained by adding a predetermined value to the automatic transmission, and a second characteristic storage means for the engine output characteristic, the torque converter characteristic, and the fuel consumption amount. The characteristics of the fuel before the gear shift is stored based on the engine speed and engine load detected by the detection means and the engine output characteristics, torque converter characteristics and fuel consumption characteristics stored in the second characteristic storage means. The consumption is calculated, and the engine torque and the engine speed after the gear shift are estimated, assuming that the gear has been shifted. The fuel consumption after the gear shift is estimated from the engine torque and the engine speed after the gear shift, and the gear shift is performed. A second control method of outputting a shift signal to the automatic transmission when the previous fuel consumption amount becomes larger than the fuel consumption amount after the shift, Control method for an automatic transmission, characterized in that switched by the traveling state detected by the serial detection means. 13. The automatic transmission according to claim 12 , wherein the switching between the first control method and the second control method is performed by using at least one signal indicating an engine state. Control method. 14. The signal according to claim 13 , wherein the signal indicating the engine state is at least one of an accelerator pedal opening, an engine load, an intake air amount, a fuel injector pulse width, an engine speed, and an engine torque. A method for controlling an automatic transmission, characterized by: 15. The method according to claim 13 , wherein the first control method is used when the signal indicating the engine state is below a predetermined value, and the first control method is used when the signal indicating the engine state is above the predetermined value. A control method for an automatic transmission, characterized by switching to a second control method. 16. The method according to claim 13 , wherein the first control method and the second control method are accelerator pedal opening, engine load, intake air amount, fuel injector pulse width, engine speed, engine. A method for controlling an automatic transmission, characterized in that switching is performed according to at least one magnitude of change in torque per unit time. 17. The unit of at least one of the accelerator pedal opening, the engine load, the intake air amount, the fuel injector pulse width, the engine speed, and the engine torque according to claim 16. A third gear shift command value between the first gear shift command value obtained by the first control method and the second gear shift command value obtained by the second control method according to the magnitude of the change amount of Is calculated by weighting, and a shift signal is output to the automatic transmission based on the third shift instruction value. 18. A vehicle equipped with a vehicle power train comprising an engine, a torque converter and an automatic transmission, and a detection means for detecting an operating state of the vehicle power train and a traveling state of the vehicle. In the control method of the automatic transmission for controlling the vehicle powertrain using the signal detected by the means, the characteristic storage means stores vehicle characteristics, and the characteristic storage means stores the operating state or the running state detected by the detecting means. When the turbine torque before shifting is determined from at least the engine speed and engine load among them, and the engine output characteristic stored in the characteristic storage means, and is larger than the limit value of the turbine torque corresponding to the gear stage before shifting. Is the turbine torque after shifting assuming that the gear has been shifted to a lower gear than the gear before shifting. Estimating using the engine load and vehicle speed before shifting, when the turbine torque after shifting is smaller than the limit value of turbine torque corresponding to the gear after shifting, a shift signal is output to the automatic transmission. A method for controlling an automatic transmission, comprising: 19. Engine, torque converter and automatic shifting
And a power train for the vehicle, the
-Detecting the driving state of the train and the running state of the vehicle
The detection means is mounted on a vehicle having a detection means.
The powertrain for the vehicle using the detected signals.
In the control device of the automatic transmission to control, Engine output characteristics, torque converter characteristics and fuel consumption
The detecting means is provided with a characteristic storing means for storing the cost characteristic.
Engine speed and engine load signal detected by
The engine output characteristic stored in the characteristic storage means,
Shift from the converter characteristics and fuel consumption characteristics.
Before the gear change and the drive torque before and after shifting
Shift when changing the throttle opening after shifting
After calculating the fuel consumption amount, the fuel before the shift
When the fuel consumption is greater than the fuel consumption after the shift
And outputting a shift signal to the automatic transmission.
Control device for automatic transmission. 20. Engine, torque converter and automatic shifting
And a power train for the vehicle, the
-Detecting the driving state of the train and the running state of the vehicle
The detection means is mounted on a vehicle having a detection means.
The powertrain for the vehicle using the detected signals.
In the control method of the automatic transmission to control, The characteristic storage means is an engine output characteristic, a torque converter characteristic.
And fuel consumption characteristics are stored and detected by the detection means.
Engine speed and engine load signal
Output characteristics and torque control stored in the performance storage means
Based on the barter characteristics and fuel consumption characteristics,
Fuel consumption and drive torque before and after shifting should not change
If the throttle opening after gear shifting is corrected,
Calculate fuel consumption and fuel consumption before shifting
Is greater than the fuel consumption after the shift,
An automatic transmission characterized by outputting a shift signal to the automatic transmission
Transmission control method.