JP2004036737A - Controller of automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of an automatic transmission for a vehicle capable of minimizing a fuel consumption related to the warmup operation of a catalyst device. <P>SOLUTION: Based on the actually measured temperature T<SB>RD</SB>of the catalyst device 52 detected by an actual catalyst temperature detection means 84 and an estimated temperature T<SB>RE</SB>of the catalyst device 52 estimated by a catalyst temperature estimation means 86, the completion of the warmup operation of the catalyst device 52 is determined by a catalyst warmup operation mode completion means 88 and a catalyst warmup operation mode is completed. Namely, the completion of the warmup operation of the catalyst device 52 is determined by using two catalyst temperatures, i.e., the temperature T<SB>RD</SB>and the estimation temperature T<SB>RE</SB>obtained by different methods. Thus, since the completion of the warmup operation can be properly determined even if a detection accuracy by a thermo sensor 56 fitted to the catalyst device 52 is lowered, it can be prevented that the warmup operation mode with poor fuel consumption is wastefully continued, and the fuel consumption related to the warmup operation of the catalyst device can be minimized to improve the fuel consumption. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for a vehicle automatic transmission that promotes warming-up of a catalyst device by controlling a gear ratio of an automatic transmission when a catalyst warm-up mode is commanded.
[0002]
[Prior art]
For example, in a vehicle provided with a catalyst device for purifying exhaust gas of an engine and an automatic transmission, during a predetermined period after the engine is started, or during a low temperature period when the engine is lower than a predetermined temperature, for example, during normal running A control device for an automatic transmission for a vehicle by setting a catalyst warm-up mode in which the engine speed is increased by, for example, executing a shift of the automatic transmission on a higher speed side to promote warm-up of the catalyst device. It has been known. For example, one described in Japanese Patent Application Laid-Open No. 5-157175 is that.
[0003]
[Problems to be solved by the invention]
By the way, in the control device for a conventional automatic transmission for a vehicle as described above, if the detection accuracy of the catalyst temperature sensor is low, the warm-up mode is not canceled even when the catalyst device is in a warm-up state, and the engine speed is reduced. The increased period is unnecessarily continued, and there is a disadvantage that fuel efficiency is deteriorated.
[0004]
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an automatic transmission for a vehicle capable of minimizing a decrease in fuel efficiency related to warming-up of a catalyst device. It is to provide a control device.
[0005]
[Means for Solving the Problems]
The gist of the present invention to achieve the above object is to provide a vehicle equipped with a catalyst device for purifying exhaust gas discharged from an engine and an automatic transmission for changing a gear ratio, in a vehicle equipped with a catalyst warming device. A control device for a vehicle automatic transmission of a type that promotes a temperature rise of the catalyst device by controlling a speed ratio of the automatic transmission when a transmission mode is instructed; (B) a catalyst temperature estimator for calculating an estimated temperature of the catalyst device, and (c) an actual catalyst temperature detector for detecting an estimated temperature of the catalyst device. Temperature difference determining means for determining whether a temperature difference between the determined temperature of the catalyst device and the estimated temperature of the catalyst device estimated by the catalyst temperature estimating means is within a preset range, and (d) ) The temperature difference When the determination unit determines that the temperature difference is within a preset range, the temperature of the catalyst device detected by the actual catalyst temperature detection unit and the catalyst device estimated by the catalyst temperature estimation unit Terminating condition satisfaction determining means for determining whether the condition for terminating the catalyst warming-up mode is satisfied based on the fact that one of the estimated temperatures is equal to or higher than a preset warming-up determination temperature. The catalyst warm-up mode is terminated when the condition satisfaction determination means determines that the catalyst warm-up mode end condition is satisfied.
[0006]
【The invention's effect】
With this configuration, the warm-up of the catalyst device is completed based on the temperature of the catalyst device detected by the actual catalyst temperature detection device and the estimated temperature of the catalyst device estimated by the catalyst temperature estimation device. Since the determination is made and the catalyst warm-up mode is ended, the completion of the warm-up of the catalyst device is determined by using two catalyst temperatures, that is, the catalyst device temperature and the estimated temperature obtained by different methods. Even if the detection accuracy of the temperature sensor attached to the catalyst device is reduced, it is possible to appropriately determine that the warm-up is completed. The associated decrease in fuel economy is minimized and fuel economy is improved. At the same time, the actual catalyst temperature detecting means for detecting the temperature of the catalyst device based on the signal from the temperature sensor mounted on the catalyst device and the catalyst temperature estimating means for calculating the estimated temperature of the catalyst device are not abnormal. At that time, that is, when they are relatively normal to each other, it is determined that the end condition of the catalyst warm-up mode is satisfied, so that the end determination accuracy of the catalyst warm-up mode is enhanced.
[0007]
Other aspects of the invention
Preferably, a failure related to the actual catalyst temperature detection or the catalyst temperature estimation is determined based on that the temperature difference is determined to be out of a preset range by the temperature difference determination unit. The catalyst warm-up mode is terminated when a failure is determined by the failure determination means. According to this configuration, either one of the actual catalyst temperature detection unit that detects the temperature of the catalyst device based on the signal from the temperature sensor mounted on the catalyst device, and the catalyst temperature estimation unit that calculates the estimated temperature of the catalyst device Is abnormal, there is an advantage that the failure is determined and the catalyst warm-up mode of the catalyst device is automatically terminated.
[0008]
Preferably, in the catalyst warm-up mode, in the shift control of the automatic transmission, a shift line shifted to a higher vehicle speed side than that during normal running is used. By doing so, the engine speed is higher than during normal running, and the warm-up of the catalyst device is promoted.
[0009]
Also, preferably, in the catalyst warm-up mode, shifting to the highest speed gear in the automatic transmission is prohibited. By doing so, there is an advantage that only the shift line for determining the shift to the highest gear is removed. The prohibition of the shift to the highest gear may be used in combination with shifting the shift line by a predetermined amount to a higher speed in order to execute a shift of the automatic transmission at a higher speed than during normal traveling.
[0010]
Preferably, the automatic transmission includes a fluid transmission with a lock-up clutch, and in the catalyst warm-up mode, lock-up of the lock-up clutch is prohibited. With this configuration, the engagement of the lock-up clutch provided in the fluid transmission device such as the torque converter and the fluid coupling is prohibited, so that the engine rotational speed corresponding to the input / output speed ratio of the fluid transmission device is prohibited. , The warm-up of the catalyst device is promoted. The lock-up of the lock-up clutch is prohibited by inhibiting the shift of the automatic transmission to the highest speed gear position or by shifting the shift line at a high speed in order to execute the shift of the automatic transmission at a higher speed than during normal traveling. It may be used in combination with the control to shift to the side by a predetermined amount.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0012]
FIG. 1 is a diagram illustrating a configuration of a vehicle power transmission device to which a control device according to an embodiment of the present invention is applied, and FIG. 2 is a skeleton diagram illustrating a configuration of an automatic transmission 14 included therein. . 1 and 2, an output of an engine 10 as a power source is input to an automatic transmission 16 having a clutch 12 and a torque converter 14, and transmitted to drive wheels via a differential gear device and an axle (not shown). It has become. A first motor generator MG1 functioning as an electric motor and a generator is disposed between the clutch 12 and the torque converter 14. The torque converter 14 directly connects the pump impeller 20 connected to the clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 16, and the pump impeller 20 and the turbine impeller 24. And a stator wheel 30 whose rotation in one direction is prevented by a one-way clutch 28.
[0013]
The automatic transmission 16 includes a first transmission 32 that switches between high speed and low speed, and a second transmission 34 that can switch between reverse speed and four forward speeds. The first transmission 32 includes an HL planetary gear unit 36 including a sun gear S0, a ring gear R0, and a planetary gear P0 rotatably supported by and engaged with the sun gear S0 and the ring gear R0, a sun gear S0 and a carrier. A clutch C0 and a one-way clutch F0 provided between the sun gear S0 and the housing 38 are provided.
[0014]
The second transmission 34 includes a first planetary gear device 40 including a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1, and a sun gear S2, The second planetary gear unit 42, which is rotatably supported by the ring gear R2 and the carrier K2 and is in mesh with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.
[0015]
The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. Further, a ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1 and the sun gear S2 and the ring gear R0. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and the sun gear S2 and the housing 38. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 22.
[0016]
A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 38 in parallel. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
[0017]
In the automatic transmission 16 configured as described above, for example, according to the operation table shown in FIG. 3, the automatic transmission 16 is switched to one of the first reverse speed and the five forward speeds in which the gear ratios are sequentially different. In FIG. 3, “○” indicates an engaged state, a blank indicates a released state, “◎” indicates an engaged state during engine braking, and “△” indicates an engaged state that is not involved in power transmission. . As is apparent from FIG. 3, in the upshift from the second speed (2nd) to the third speed (3rd), a clutch-to-clutch shift is performed in which the brake B3 is released and at the same time the brake B2 is engaged. A period in which the engagement torque is provided in the process of releasing the brake B3 and a period in which the engagement torque is provided in the process of engaging the brake B2 overlap each other. The other shifts are performed only by engaging or releasing one clutch or brake. Each of the clutch and brake is a hydraulic friction engagement device that is engaged by a hydraulic actuator.
[0018]
As shown in FIG. 1, an exhaust pipe 50 for guiding exhaust gas generated in the engine 10 is provided with a catalyst device 52 having, for example, a three-way catalyst for purifying the exhaust gas, and a muffler 54 in order. Have been. The catalyst device 52 is provided with a temperature sensor 56 in addition to an oxygen sensor (not shown). An intake pipe 58 of the engine 10 is provided with an air flow meter 60 for detecting an intake air amount Q, a throttle valve 63 whose opening degree (%) is changed by a throttle actuator 62, and the like. The engine 10 is an internal combustion engine provided with a supercharger as necessary. For example, in order to reduce fuel consumption, fuel is injected in a cylinder to reduce the stoichiometric air-fuel ratio A / F at light load. A lean burn engine that performs lean combustion, which is combustion higher than the fuel ratio, is used. In addition, the engine 10 can operate the pair of left and right banks composed of, for example, three cylinders independently or at the same time as necessary, so that the number of operating cylinders can be changed. Or the number of operation cycles changes.
[0019]
As shown in FIG. 1, the first motor generator MG1 is disposed between the engine 10 and the automatic transmission 16, and the clutch 12 is disposed between the engine 10 and the first motor generator MG1. Each of the hydraulic friction engagement devices and the lock-up clutch 26 of the automatic transmission 16 has a hydraulic control circuit 66 that uses a hydraulic pressure generated from a mechanical hydraulic pump or an electric hydraulic pump 64 (not shown) directly connected to the engine 10 as a base pressure. Is controlled by the Further, a second motor generator MG2 is operatively connected to engine 10. Then, a fuel cell and a secondary battery (not shown) functioning as power supplies for first motor generator MG1 and second motor generator MG2, and control of current supplied from these to first motor generator MG1 and second motor generator MG2, Alternatively, a changeover switch for controlling a current supplied to the secondary battery for charging is provided. The changeover switch indicates a device having a switch function, and may be constituted by, for example, a semiconductor switching element having an inverter function or the like.
[0020]
FIG. 4 illustrates a signal input to the electronic control device 76 and a signal output from the electronic control device 76. For example, the electronic control unit 76 includes an accelerator opening degree θ which is an operation amount of an accelerator pedal. _ACC , The signal representing the intake air amount Q, and the opening θ of the throttle valve 63. _TH , The rotation speed N of the output shaft 46 of the automatic transmission 16 _OUT That is, the vehicle speed signal corresponding to the vehicle speed V, the engine speed N _E , The turbine speed N _T , The signal indicating the air-fuel ratio A / F, and the operation position S of the shift operation lever. _H , The operating oil temperature of the transmission 16, that is, the AT oil temperature T _OIL Are supplied from a sensor (not shown). Further, from the electronic control unit 76, the accelerator opening θ _ACC Throttle opening θ of the size corresponding to _TH Signal for controlling the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10, and a hydraulic control circuit for switching the gear position of the automatic transmission 16. 66, signals S1, S2, and S3 for controlling a shift solenoid that drives a shift valve in 66, a linear solenoid valve for controlling engagement and disengagement of a lock-up clutch 26, a slip amount, direct control of a brake B3, and clutch-to-clutch shift. Command signal D for driving SLU _SLU , The opening θ of the throttle valve 63 _TH Throttle pressure P corresponding to _TH Command signal D for driving the linear solenoid valve SLT for generating pressure _SLT Command signal D for driving the linear solenoid valve SLN for controlling the accumulator back pressure _SLN , A drive signal of the electric motor 76, and the like.
[0021]
The electronic control unit 76 is configured to include a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and performs signal processing according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM. By doing so, the shift control for automatically switching the gear stage of the automatic transmission 16, the control for engaging, disengaging or slipping the lock-up clutch 26, the air-fuel ratio control, the line oil pressure P _L1 Hydraulic pump control for controlling the operation of the electric hydraulic pump 78 to compensate for the shortage of the engine, automatically stops the engine 10 when braking is stopped, and releases the first (forward) clutch C1 regardless of the forward travel range to automatically transmit the automatic transmission. The ECU 16 is set to a neutral state, and when the vehicle restarts, the operation of the engine 10 is returned by a brake pedal release operation, and the eco-run control and the first apply control for engaging the first clutch C1 are executed.
[0022]
FIG. 5 is a functional block diagram illustrating a main part of the control function of the electronic control unit 76. During forward running with the shift lever being operated to the forward position, the shift control means 80 determines the actual vehicle speed V (km / h) and throttle valve opening from a shift diagram showing a partial shift line in FIG. 6, for example. Degree θ _TH (%), The clutch is automatically engaged by selectively engaging one of the clutches C0 to C2 and the brakes B0 to B3 so that the determined shift is executed. Switch. In the above shift diagram, for example, one shift line such as a 1 → 2 up shift line indicates a line during normal running, and a shift line in a warm-up mode shifted from the solid line by a predetermined amount toward a higher vehicle speed side. Although a dashed line is shown, actually, a 1 → 2 up shift line, a 2 → 3 up shift line, a 3 → 4 up shift line, and a 4 → 5 up shift line used for the up shift determination. And 1 ← 2 downshift lines, 2 ← 3 downshift lines, 3 ← 4 downshift lines, and 4 ← 5 downshift lines used for downshift determination. When the shift control unit 80 receives the catalyst warm-up mode command, the shift control unit 80 executes shift control using the shift line in the warm-up mode indicated by the broken line in FIG. 6, for example, and uses the shift line indicated by the solid line. Engine speed N than when running _E Higher. Further, in the catalyst warm-up mode, the shift control unit 80 inhibits shifting of the automatic transmission 16 to the highest speed (the fifth speed in this embodiment) and / or locks up the lock-up clutch 26. The prohibition is executed independently or in combination with the shift control using the broken shift line.
[0023]
The catalyst warm-up mode instructing means 82 controls the engine rotation speed N during a predetermined period from the start of the engine 10 or during a period when the cooling water temperature of the engine 10 is a predetermined value, for example, -10 ° C. or less. _E And instructs the shift control unit 80 to perform a catalyst warm-up mode for promoting warm-up of the catalyst device 52, for example, to execute a shift control using a shift line in the warm-up mode indicated by a broken line in FIG. Further, the catalyst warm-up mode commanding means 82 terminates the warm-up mode command issued from the catalyst warm-up mode ending means 88 in accordance with a command from the catalyst warm-up mode ending means 88 described later.
[0024]
The actual catalyst temperature detecting means 84 receives the actual temperature T of the catalyst device 52 according to a signal from the temperature sensor 56 mounted on the catalyst device 52. _RD And read it. The catalyst temperature estimating means 86 determines the temperature T of the catalyst device 52 based on the intake air amount Q of the engine 10 detected by the airflow meter 60, for example. _RE Is calculated (estimated). The average value of the temperature rise in the engine exhaust section including the catalyst device 52 is proportional to the average amount of heat generated by the engine 10, and the average amount of heat generated by the engine 10 is the average value Q of the intake air amount Q sucked by the engine 10. _AV Is proportional to For this reason, the actual catalyst temperature detecting means 84 uses, for example, a relational expression (T _RE = K × Q _AV ) To actual intake air amount average Q _AV Temperature T of catalyst device 52 based on _RE Is calculated. This relational expression has been experimentally obtained in advance in the warm-up mode. Further, since the basic fuel injection time is equivalent to the intake air amount per unit time, the integrated intake air amount ΣQ is calculated by integrating the basic fuel injection time, and the estimated temperature T is calculated from the integrated intake air amount ΣQ. _RE May be calculated.
[0025]
The catalyst warm-up mode ending means 88 detects the temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84. _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 _RE It is determined that the warming-up of the catalyst device 52 has been completed based on the above, and the warm-up mode command issued from the catalyst warm-up mode commanding means 82 is terminated, and the catalyst warm-up of the shift control by the shift control means 80 is completed. Exit the mode. The catalyst warm-up mode ending means 88 is provided, for example, for detecting the temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84. _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 _RE At least one of which is a preset warm-up determination temperature T _R1 When it is determined that the above has occurred, the catalyst warm-up mode is terminated. The warm-up judgment temperature T _R1 Is set, for example, to the lowest value of the target catalyst temperature range of the catalyst device 52.
[0026]
The catalyst warm-up mode ending means 88 detects the temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84. _RD And the estimated temperature T of the catalyst device 52 estimated (calculated) by the catalyst temperature estimating means 86. _RE Temperature difference ΔT _R (= | T _RD -T _RE |) Is a preset range ΔT ₁ Temperature difference determining means 92 for determining whether or not the temperature difference ΔT _R Is a preset range ΔT ₁ If it is determined that the temperature T is within the range, the temperature T of the catalyst device 52 detected by the actual catalyst temperature detection means 84 _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 _RE Is one of the preset warm-up determination temperatures T _R1 Based on the above, the end condition establishment determining means 90 for determining whether the catalyst warm-up mode end condition is satisfied, and the end condition satisfaction determining means 90 determine whether the catalyst warm-up mode end condition is satisfied. End command means 94 for issuing a warm-up mode end command to the catalyst warm-up mode command means 82 when the warm-up mode command issued from the catalyst warm-up mode command means 82 is terminated. The catalyst warm-up mode at 80 is ended. The preset range ΔT ₁ Is the actual catalyst temperature detection by the actual catalyst temperature detection means 84 or the estimated catalyst temperature T by the catalyst temperature estimation means 86 _RE Is a value for judging a failure or abnormality related to the calculation of, and is obtained experimentally in advance. Further, the warm-up determination temperature T _R1 Is a target temperature for raising (warming up) the temperature of the catalyst device 52, and is set to, for example, a lower limit value of an operation temperature range suitable for the operation of the catalyst device 52.
[0027]
Further, the catalyst warm-up mode ending means 88 detects the temperature difference ΔT _R Is a preset range ΔT ₁ The actual catalyst temperature detection by the actual catalyst temperature detecting means 84 or the estimated catalyst temperature T by the catalyst temperature estimating means 86 _RE And a failure determination means 96 for determining a failure related to the calculation of the above. When the failure determination means 96 determines a failure, the failure determination means 96 issues a command from the catalyst warm-up mode command means 82 via the termination command means 94. The command for the warm-up mode is ended, and the catalyst warm-up mode in the shift control means 80 is ended.
[0028]
FIG. 7 is a time chart for explaining the control operation of the electronic control unit 76. The temperature T of the catalyst device 52 after the start of the engine 10 is described. _D Shows the ascending characteristics. Immediately after the start of the engine 10, the engine speed N _E Is started higher than during normal running. For this reason, the detected temperature T of the catalyst device 52 shown by the solid line _RD And the estimated temperature T of the catalyst device 52 indicated by the broken line. _RE Are both raised in an exponential curve. In this example, the estimated temperature T of the catalyst device 52 _RE Is the detected temperature T of the catalyst device 52 _RD 7 is detected to be a slightly higher value than ₁ As shown at the time, the estimated temperature T of the catalyst device 52 is determined. _RE Is a preset warm-up judgment temperature T _R1 Is reached, the warm-up mode is terminated.
[0029]
FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control unit 76. In FIG. 8, in a step S1 corresponding to the actual catalyst temperature detecting means 84 (hereinafter, the step is omitted), the actual temperature T of the catalyst device 52 is determined in accordance with a signal from a temperature sensor 56 mounted on the catalyst device 52. _RD Is detected and it is read. Next, at S2 corresponding to the catalyst temperature estimating means 86, the temperature T of the catalyst device 52 is determined based on the intake air amount Q of the engine 10 detected by the air flow meter 60. _RE Is calculated (estimated). For example, the relational expression (T _RE = K × Q _AV ) To actual intake air amount average Q _AV Temperature T of catalyst device 52 based on _RE Is calculated. Then, in S3 corresponding to the temperature difference determination means 92, the temperature T of the catalyst device 52 detected based on the signal from the temperature sensor 56 in S1. _RD And the intake air amount average value Q in S2 _AV Temperature T of catalyst device 52 estimated (calculated) based on _RE Temperature difference ΔT _R (= | T _RD -T _RE |) Is calculated and the temperature difference ΔT _R Is a preset range ΔT ₁ Or not, in other words, the measured temperature T _RD And estimated temperature T _RE Is a constant temperature difference ΔT _R Is determined. If the determination in S3 is denied, a failure determination is made in S4 corresponding to the failure determination means 96, and then the warm-up mode is terminated in S7 corresponding to the end instruction means 94. However, if the determination in S3 is affirmative, S5 and S6 corresponding to the end condition satisfaction determination means 90 are executed. That is, in S5, the average intake air amount Q _AV Temperature T of catalyst device 52 estimated (calculated) based on _RE Is a preset warm-up judgment temperature T _R1 It is determined whether or not this is the case. If the determination in S4 is negative, then in S5, the estimated temperature T of the catalyst device 52 calculated based on the intake air amount Q in S1 in S1. _RE Is a preset warm-up judgment temperature T _R1 It is determined whether or not the above has been achieved. If the determinations in S5 and S6 are both negative, the above-described S1 and subsequent steps are repeatedly executed. However, if any of the determinations in S5 and S6 is affirmative, the warm-up ending condition is satisfied. In S7 corresponding to the command means 94, the engine speed N _E Of the warm-up mode for executing the shift control for increasing the speed than the normal time is ended.
[0030]
As described above, according to the present embodiment, the actual measured temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84 (S1) by the catalyst warm-up mode ending means 88 (S3 to S7). _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 (S2). _RE , The completion of warm-up of the catalyst device 52 is determined, and the catalyst warm-up mode is ended. That is, the temperature T of the catalyst device 52 obtained by different methods _RD And estimated temperature T _RE Completion of warm-up of the catalyst device 52 is determined using the two catalyst temperatures. Thereby, even if the detection accuracy of the temperature sensor 56 attached to the catalyst device 52 is reduced, it is possible to appropriately determine that the warm-up is completed. The decrease in fuel efficiency related to the warm-up of 52 is reduced as much as possible, and the fuel efficiency is improved.
[0031]
Further, according to the present embodiment, the catalyst warm-up mode ending means 88 (S3 to S7) uses the actual measured temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84 (S1). _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 (S2). _RE At least one of which is a preset warm-up determination temperature T _R1 When it is determined that the above condition is satisfied, the catalyst warm-up mode is terminated. _RD As compared with the case where the completion of the warm-up mode is determined based on the above, the end determination accuracy of the catalyst warm-up mode is enhanced.
[0032]
Further, according to the present embodiment, the catalyst warm-up mode inhibits the automatic transmission 16 from shifting to the highest gear. Therefore, when this is adopted alone, there is an advantage that only the shift line for judging the shift to the highest speed gear stage needs to be removed. The prohibition of the shift to the highest gear may be used in combination with shifting the shift line by a predetermined amount to a higher speed in order to execute a shift of the automatic transmission at a higher speed than during normal traveling. In the catalyst warm-up mode, lock-up of the lock-up clutch 26 is prohibited. For this reason, when this is employed alone, the engagement of the lock-up clutch 26 provided in the torque converter 14 is prohibited. N _E Is increased, the warm-up of the catalyst device 52 is promoted.
[0033]
Further, according to the present embodiment, the catalyst warm-up mode ending means 88 (S3 to S7) uses the actual measured temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84 (S1). _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 (S2). _RE And temperature difference ΔT _R (= | T _RD -T _RE |) Is a preset range ΔT ₁ Temperature difference determining means 92 (S3) for determining whether or not the temperature difference ΔT _R Is a preset range ΔT ₁ If it is determined that the temperature is within the range, the measured temperature T of the catalyst device 52 detected by the actual catalyst temperature detecting means 84 _RD And the estimated temperature T of the catalyst device 52 estimated by the catalyst temperature estimating means 86 (S2). _RE Is one of the preset warm-up determination temperatures T _R1 End condition determination means 90 (S5, S6) for determining whether the catalyst warm-up mode end condition is satisfied based on the above. The end condition of the catalyst warm-up mode is determined by the end condition satisfaction determination means 90. When it is determined that the condition is satisfied, the catalyst warm-up mode is ended. That is, when the temperature detection by the actual catalyst temperature detecting means 84 and the temperature estimation by the catalyst temperature estimating means 86 are not abnormal, that is, they are relatively normal to each other, the termination condition of the catalyst warm-up mode is set. Is determined, the accuracy of determining the end of the catalyst warm-up mode is improved.
[0034]
Further, according to the present embodiment, the catalyst warm-up mode ending means 88 uses the temperature difference ΔT _R Is a preset range ΔT ₁ A failure determination unit 96 (S4) for determining a failure related to the actual catalyst temperature detection by the actual catalyst temperature detection unit 84 or the temperature estimation by the catalyst temperature estimation unit 86 based on the determination that the temperature is outside; Since the catalyst warm-up mode is terminated when a failure is determined by the failure determination means 96, if there is an abnormality in the actual catalyst temperature detection or temperature estimation, a failure is determined and the catalyst warm-up of the catalyst device 52 is performed. There is an advantage that the mode is automatically terminated.
[0035]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0036]
For example, in the above-described embodiment, the catalyst warm-up mode ending means 88 determines the measured temperature T of the catalyst device 52 by the temperature difference determination means 92. _RD And estimated temperature T _RE And temperature difference ΔT _R (= | T _RD -T _RE |) Is a preset range ΔT ₁ If it is determined that the measured temperature T _RD And estimated temperature T _RE Is one of the preset warm-up determination temperatures T _R1 Although the end condition of the catalyst warm-up mode is determined based on the above, the temperature difference ΔT is not necessarily determined by the temperature difference determination unit 92. _R Is a preset range ΔT ₁ It does not need to be executed when it is determined to be within. Further, the catalyst warm-up mode end unit 88 may use another determination result instead of or in addition to the determination result of the temperature difference determination unit 92.
[0037]
Further, in the above-described embodiment, the termination condition satisfaction determination unit 90 of the catalyst warm-up mode termination unit 88 determines the actual measured temperature T of the catalyst device 52. _RD And estimated temperature T _RE Is one of the preset warm-up determination temperatures T _R1 Based on the above, it is determined whether the end condition of the catalyst warm-up mode is satisfied. _RD And estimated temperature T _RE Is the warm-up determination temperature T _R1 Based on the above, it may be determined whether the condition for ending the catalyst warm-up mode is satisfied. In short, the measured temperature T of the catalyst device 52 _RD And estimated temperature T _RE It suffices if it is determined that the condition for ending the catalyst warm-up mode is satisfied based on
[0038]
In the above-described embodiment, the catalyst temperature estimating means 86 determines the estimated temperature T of the catalyst device 52 based on the intake air amount Q of the engine 10. _RE Is calculated, but the estimated temperature T of the catalyst device 52 is determined based on the fuel injection amount or the cumulative value of the injection time, the air-fuel ratio, and the like. _RE May be calculated.
[0039]
Further, instead of the automatic transmission 16 described above, a transmission in which the gear position is switched by a hydraulic actuator in response to a manual operation, a belt-type continuously variable transmission in which a transmission belt is wound around a pair of variable pulleys having a variable effective diameter. A transmission or a traction-type continuously variable transmission in which a roller whose rotation axis is rotated is interposed between a pair of cones (rotating bodies) may be provided.
[0040]
Further, in the above-described embodiment, the engine 10 used as a drive source of the vehicle is not limited to a gasoline engine, but may be, for example, an engine operated with diesel fuel or a type switched between two and four cycles. Alternatively, an exhaust turbine type supercharger may be provided in the intake pipe.
[0041]
Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a configuration of a vehicle drive device including an automatic transmission according to an embodiment of the present invention.
FIG. 2 is a skeleton diagram illustrating a configuration of the vehicle automatic transmission according to the embodiment of FIG. 1;
FIG. 3 is a table showing a relationship between a combination of operations of a plurality of hydraulic friction engagement devices and a gear established by the combination in the automatic transmissions of FIGS. 1 and 2;
FIG. 4 is a diagram illustrating input / output signals of an electronic control device for controlling the automatic transmission and the like of FIG. 1;
FIG. 5 is a functional block diagram for explaining a main part of a control function of the electronic control device of FIG. 4;
FIG. 6 is a shift diagram showing a shift line used in a normal traveling mode and a shift line used in a warm-up mode in the shift control of FIG. The upshift lines used during normal running are indicated by solid lines, and those during warm-up mode are indicated by broken lines.
FIG. 7 is a time chart showing an operation of judging the termination of the warm-up mode by the control in FIG. 5 in a warm-up state process of the catalyst device.
FIG. 8 is a flowchart illustrating a control operation of the electronic control device of FIG. 4;
[Explanation of symbols]
10: Engine
16: Automatic transmission
26: Lock-up clutch
52: Catalyst device
56: Temperature sensor
84: actual catalyst temperature detecting means
86: Catalyst temperature estimation means
88: Catalyst warm-up mode end means
90: Termination condition satisfaction determination means
92: temperature difference determination means
96: failure determination means

Claims (5)

In a vehicle equipped with a catalyst device for purifying exhaust gas discharged from an engine and an automatic transmission for changing a gear ratio, when a catalyst warm-up mode is commanded, the speed of the automatic transmission is changed. A control device for a vehicle automatic transmission of a type that promotes temperature rise of the catalyst device by controlling a ratio,
Actual catalyst temperature detection means for detecting the temperature of the catalyst device based on a signal from the temperature sensor;
Catalyst temperature estimating means for calculating an estimated temperature of the catalyst device;
It is determined whether or not a temperature difference between the temperature of the catalyst device detected by the actual catalyst temperature detecting means and the estimated temperature of the catalyst device estimated by the catalyst temperature estimating means is within a preset range. Temperature difference determining means,
When the temperature difference is determined to be within a preset range by the temperature difference determination unit, the temperature of the catalyst device detected by the actual catalyst temperature detection unit and the temperature of the catalyst device estimated by the catalyst temperature estimation unit are estimated. Termination condition satisfaction determining means for determining whether the catalyst warm-up mode termination condition is satisfied based on one of the estimated temperature of the catalyst device and the temperature being equal to or higher than a preset warm-up determination temperature. ,
A controller for an automatic transmission for a vehicle, wherein the catalyst warm-up mode is terminated when the termination condition satisfaction determining means determines that the catalyst warm-up mode termination condition is satisfied. The apparatus further includes a failure determination unit that determines a failure related to the actual catalyst temperature detection or the catalyst temperature estimation based on the temperature difference determination unit determining that the temperature difference is outside a preset range. 2. The control device for an automatic transmission for a vehicle according to claim 1, wherein said catalyst warm-up mode is terminated when a failure is determined by said failure determination means. 3. The vehicle automatic transmission according to claim 1, wherein in the catalyst warm-up mode, a shift line shifted to a higher vehicle speed side than that during normal running is used in shift control of the automatic transmission. Control device. 4. The control device for an automatic transmission for a vehicle according to claim 1, wherein in the catalyst warm-up mode, a shift to a highest speed gear is prohibited in a shift control of the automatic transmission. 5. The automatic transmission includes a fluid transmission with a lock-up clutch,
The control device for an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein lock-up of the lock-up clutch is prohibited in the catalyst warm-up mode.

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