JP2011007070A - Control device of vehicle-mounted internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle-mounted internal combustion engine which executes blipping control for increasing engine output to increase an engine rotation speed in downshift of an automatic transmission, and which enables a reduction in a transmission shock while suppressing an increase in a vehicle speed during the execution of the blipping control.SOLUTION: An ECU executes blipping control for increasing the engine output to increase the engine rotation speed when downshift is performed (Step S130). The engagement degree of a friction engagement element of a shift from an engagement state to a released state in downshift of the automatic transmission is estimated by an output rotation speed NT, and if a variation of the output rotation speed NT during the execution of the blipping control is a predetermined amount NTp or more (Step S140: YES), ignition timing phase lag processing is executed for reducing the engine output (Step S150).

Description

  The present invention relates to a control device for an in-vehicle internal combustion engine including an automatic transmission that switches a gear position by selectively friction-engaging a plurality of friction engagement elements.

  In a vehicle equipped with an automatic transmission, the output of the internal combustion engine is transmitted to drive wheels via the automatic transmission. This automatic transmission is provided with a torque converter, a transmission gear mechanism, and the like, and can be switched to a plurality of different gear stages by switching the power transmission path of the transmission gear mechanism.

  Switching of the power transmission path in the transmission gear mechanism for switching the shift stage of the automatic transmission is realized by selective friction engagement of a plurality of friction engagement elements such as a clutch and a brake. The friction engagement elements such as the clutch and the brake operate based on the hydraulic pressure of the hydraulic oil supplied through the hydraulic control circuit, and the hydraulic pressure is adjusted through various solenoid valves provided in the hydraulic control circuit. Thus, the state is switched between the engaged state and the released state. Specifically, the friction engagement element is released by lowering the hydraulic pressure acting on the friction engagement element that is frictionally engaged to establish the current shift stage, while the shift stage to be switched is established. The frictional engagement element is frictionally engaged by increasing the hydraulic pressure acting on the frictional engagement element.

  In such an automatic transmission, when a downshift is performed in which the instruction stage changes from a high speed stage to a low speed stage, the rotational speed of the friction engagement element engaged with the output shaft of the internal combustion engine is the rotational speed of the output shaft. May be higher. When the friction engagement element is brought into the engaged state when a difference in rotational speed is generated between the friction engagement element engaged with the output shaft of the internal combustion engine and the output shaft in this manner, A shift shock may occur with the engagement.

  Therefore, in order to suppress a shift shock at the time of downshift, conventionally, a blipping control for increasing the engine output and increasing the engine rotation speed when the downshift is performed has been proposed. For example, in Patent Document 1, the amount of intake air is increased by controlling the opening of the throttle valve to an opening side from the opening set based on the operation by the driver of the vehicle, such as an accelerator operation amount. Blipping control is performed.

JP 2008-144738

  By the way, when the friction engagement element is released by the shift process in the automatic transmission, the output of the internal combustion engine is transmitted to the automatic transmission without being completely released due to various factors. May end up. As one of the factors, for example, there is a change in performance of the hydraulic oil that acts on the friction engagement element. That is, the viscosity of the hydraulic oil that acts on the friction engagement element changes according to the degree of deterioration, temperature, and the like. For this reason, for example, when the temperature of the hydraulic oil is low, the viscosity of the hydraulic oil becomes high, and the responsiveness when releasing the friction engagement element that changes from the engaged state to the released state during the downshift is reduced. Become. Thus, when the responsiveness at the time of releasing the frictional engagement element is lowered, the frictional engagement element that is supposed to be in the released state is not completely released, and is in a half-engaged state, that is, a state in which the degree of engagement is large. . When the frictional engagement element is in the half-engaged state in this way, the output is transmitted from the internal combustion engine to the automatic transmission through the frictional engagement element during the half-engaged state.

  Furthermore, as one of the above factors, there is a case where a member or a friction mechanism that operates when releasing the frictional engagement element is deformed due to a change with time, etc. There is a possibility that the frictional engagement element that is supposed to be half-engaged.

  Thus, when the frictional engagement element is in a half-engaged state during the downshift of the automatic transmission, a vehicle driver who increases the traveling speed of the vehicle as the engine output and the engine rotation speed are increased by the blipping control. An unintended vehicle operation may occur, which may give the driver a sense of discomfort.

  In order to solve these problems, for example, during downshifting, the ignition timing retarding control in the internal combustion engine is performed in conjunction with the blipping control, so that the output of the internal combustion engine is reduced when downshifting is performed. It is possible to make it.

  Here, as described above, the problem of half-engagement of the friction engagement element is operated when the viscosity of the hydraulic oil acting on the friction engagement element is high or when the friction engagement element is released. For example, when the viscosity of the hydraulic oil is low or when the above deformation does not occur, half of the friction engagement element is generated. Engagement does not occur. For this reason, for example, if the retard control of the ignition timing is always performed together with the blipping control at the time of downshift, the output of the internal combustion engine is reduced even though the half engagement of the friction engagement elements has not occurred. There is a risk that. When the output of the internal combustion engine is unnecessarily reduced in this way, the output transmitted to the friction engagement element is reduced, and the occurrence of a shift shock is inevitable.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for an in-vehicle internal combustion engine that executes blipping control to increase the engine output and increase the engine rotational speed when the automatic transmission is downshifted. Therefore, the shift shock is reduced while suppressing the increase in the vehicle speed during the execution of the blipping control.

In the following, means for achieving the above object and its effects are described.
According to the first aspect of the present invention, in the downshift of the automatic transmission that switches the shift stage by selectively frictionally engaging a plurality of friction engagement elements, the engine output is increased to increase the engine rotation speed. In the control device for an on-vehicle internal combustion engine that executes ripping control, the estimation means for estimating the degree of engagement of the friction engagement element that shifts from the engagement state to the release state when the automatic transmission is downshifted, and the estimation The gist of the invention is to provide engine output adjusting means for adjusting the engine output during execution of blipping control so that the engine output is reduced on condition that the degree of engagement is a predetermined value or more.

  According to the above configuration, when it is estimated that the degree of engagement of the friction engagement element that shifts from the engagement state to the release state during downshift is greater than or equal to a predetermined value, in other words, the friction engagement element is completely released. If the engine output is transmitted from the internal combustion engine to the automatic transmission, the vehicle speed may increase. It is adjusting. For this reason, the engine output during the execution of the blipping control is not unnecessarily reduced. Therefore, it is possible to reduce the shift shock while suppressing the increase in the vehicle speed during the execution of the blipping control.

  According to the second aspect of the present invention, in the downshift of the automatic transmission that switches the gear stage by selectively frictionally engaging a plurality of friction engagement elements, the engine output is increased to increase the engine rotation speed. In the control device for an on-vehicle internal combustion engine that executes ripping control, the estimation means for estimating the degree of engagement of the friction engagement element that shifts from the engagement state to the release state when the automatic transmission is downshifted, and the estimation The gist of the invention is to provide engine output adjusting means for adjusting the engine output so that the engine output during execution of the blipping control becomes smaller as the degree of engagement is larger.

  According to the above configuration, as the degree of engagement of the frictional engagement element that shifts from the engaged state to the released state during downshift is larger, in other words, the frictional engagement element is not completely released and becomes half-engaged. This is adjusted so that the engine output during the blipping control becomes smaller as the degree of the vehicle speed that increases due to the transmission of the engine output from the engine to the automatic transmission increases. For this reason, the engine output during execution of blipping control can be reduced as necessary. Therefore, it is possible to reduce the shift shock while suppressing the increase in the vehicle speed during the execution of the blipping control.

  According to a third aspect of the present invention, in the control device for an on-vehicle internal combustion engine according to the first or second aspect, the estimating means is configured so that the higher the output side rotational speed of the automatic transmission is greatly increased during downshifting, The gist is to estimate that the degree of integrity is large.

  When the degree of engagement of the friction engagement element that shifts from the engaged state to the released state during a downshift is small, the output side rotational speed hardly changes during the downshift. On the other hand, when the degree of engagement is large, the engine output increased by the blipping control is input to the automatic transmission, so that the output side rotational speed increases. Therefore, as in the configuration of claim 3, the output side rotational speed of the automatic transmission during downshift is monitored, and it is estimated that the degree of engagement increases as the output side rotational speed increases significantly. Can do.

  According to a fourth aspect of the present invention, in the control device for an on-vehicle internal combustion engine according to the first or second aspect, the estimating means increases the degree of engagement as the vehicle acceleration increases greatly during a downshift of the automatic transmission. The gist is to estimate that is large.

  When the degree of engagement of the frictional engagement element that shifts from the engaged state to the released state during a downshift is small, the vehicle acceleration hardly changes during the downshift. On the other hand, when the degree of engagement is large, the engine output increased by the blipping control is input to the automatic transmission, so that the output from the automatic transmission is transmitted to the drive wheels and the vehicle acceleration increases. Will come to do. Therefore, as described in the fourth aspect, the vehicle acceleration during the downshift can be monitored, and it can be estimated that the degree of engagement increases as the vehicle acceleration increases greatly.

  According to a fifth aspect of the present invention, in the control device for an on-vehicle internal combustion engine according to the first or second aspect, the degree of engagement increases as the temperature of the hydraulic oil of the automatic transmission decreases during the downshift. Estimating the effect is the gist.

  As described above, when the temperature of the hydraulic oil is low, the viscosity of the hydraulic oil becomes high, and the responsiveness when the friction engagement element that changes from the engaged state to the released state during the downshift is released is lowered. Thus, when the responsiveness at the time of releasing the frictional engagement element is lowered, the frictional engagement element that is supposed to be in the released state is not completely released, and is in a half-engaged state, that is, a state in which the degree of engagement is large. . Therefore, according to the configuration of claim 5, the temperature of the hydraulic fluid of the automatic transmission during the downshift is monitored, and the lower the temperature, the friction engagement that shifts from the engaged state to the released state during the downshift. It can be estimated that the degree of engagement of the elements is large.

  Specifically, as the blipping control, a configuration in which the intake air amount of the internal combustion engine is increased in order to increase the engine output as in the configuration of the sixth aspect. . Further, as the engine output adjusting means, specifically, a configuration is adopted in which the engine output is reduced by retarding the ignition timing of the internal combustion engine as in the configuration according to claim 7. be able to.

The schematic diagram which shows the vehicle-mounted internal combustion engine and automatic transmission with which the control apparatus of this embodiment is applied, and those surrounding structures. FIG. 3 is a skeleton diagram for explaining a configuration of an automatic transmission. The operation table | surface which shows the relationship between the combination of the action | operation of each friction engagement element of an automatic transmission, and the gear stage established by it. 6 is a flowchart showing a processing procedure of output adjustment processing according to the embodiment; The flowchart which shows a part of the process sequence about the other example of the output adjustment process of this invention. The flowchart which shows a part of the process sequence about the other example of the output adjustment process of this invention. The conceptual diagram which shows the relationship between the variation | change_quantity of the output rotation speed, and the ignition timing retardation amount about the other example of the ignition timing retardation processing of this invention.

DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment in which a control device for an in-vehicle internal combustion engine according to the present invention is embodied will be described in detail with reference to FIGS.
FIG. 1 shows a configuration of an internal combustion engine to which the present embodiment is applied and its peripheral members. As shown in FIG. 1, in the vehicle 1, the engine output of an internal combustion engine 2 (hereinafter referred to as an engine) is transmitted to drive wheels 4 via a drive system including an automatic transmission 3 and the like. The engine 2 is provided with a fuel injection valve 45 to which fuel is injected and supplied, and the intake passage 7 of the engine 2 is provided with a throttle valve 17 for adjusting the amount of intake air. An air-fuel mixture composed of fuel supplied by the fuel injection valve 45 and air flowing through the intake passage 7 is sucked into the combustion chamber and then combusted through ignition by the spark plug 46. The ignition timing of the spark plug 46 is adjusted by an igniter 47. The automatic transmission 3 includes a torque converter 5 and a transmission gear mechanism 6, and selectively frictionally engages a plurality of friction engagement elements such as a clutch and a brake to switch the power transmission path of the transmission gear mechanism 6. As a result, a plurality of shift stages having different gear ratios are established.

  FIG. 2 is a skeleton diagram illustrating the configuration of the automatic transmission 3. The automatic transmission 3 is substantially symmetrical with respect to the center line. In FIG. 2, the lower half of the center line is omitted.

  As shown in FIG. 2, the automatic transmission 3 includes a transmission gear mechanism 6, a torque converter 5 that transmits power between the transmission gear mechanism 6 and the engine 2, and a crankshaft 11 of the engine 2. A lockup clutch 28 that can directly connect to the turbine shaft 20 that is the input shaft of the transmission gear mechanism 6 is provided. The torque converter 5 includes a pump impeller 18 connected to the crankshaft 11 of the engine 2, a turbine impeller 22 connected to the turbine shaft 20, and a stator blade that is prevented from rotating in one direction by a one-way clutch 24. And a car 26. In addition, hydraulic oil for transmitting power between the engine 2 and the transmission gear mechanism 6 exists between the pump impeller 18 and the turbine impeller 22. The pump impeller 18 is connected to an oil pump (not shown) for supplying hydraulic oil to a hydraulic control circuit 54 (see FIG. 1), a lock-up clutch 28, and each lubricating portion of the automatic transmission 3 which will be described later. Has been. This oil pump pumps hydraulic oil at a predetermined hydraulic pressure in conjunction with the rotation of the crankshaft 11.

  The transmission gear mechanism 6 includes a first transmission unit 34 mainly composed of a single pinion type first planetary gear unit 32, a single pinion type second planetary gear unit 36, and a double pinion type third planetary gear unit 38. And a second transmission unit 40 that is configured mainly on the same axis. The transmission gear mechanism 6 selectively selects any two of the friction engagement elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. A predetermined gear position is established by frictional engagement with. The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are all multi-plate friction engagement elements that are frictionally engaged by a hydraulic cylinder. In this speed change gear mechanism 6, the speed is changed at a predetermined speed ratio corresponding to the speed stage in which the rotation input from the turbine shaft 20 is established. Then, the rotation shifted at the predetermined gear ratio is transmitted in the order of the output gear 42, the operating gear device (not shown), and the output shaft 12 (FIG. 1), and then to the drive wheels 4 of the vehicle 1. The

  The first planetary gear device 32 constituting the first transmission unit 34 includes three rotating elements, a sun gear S1, a carrier CA1, and a ring gear R1. The sun gear S1 is connected to the turbine shaft 20, and when the sun gear S1 rotates integrally with the turbine shaft 20 and the ring gear R1 is fixed to the housing 44 through the third brake B3 so as not to rotate, the carrier CA1 is turbine-driven. The shaft 20 rotates at a reduced speed.

  In addition, the second planetary gear device 36 and the third planetary gear device 38 constituting the second transmission unit 40 are partially connected to each other to form four rotating elements RM1, RM2, RM3, and RM4. ing. Specifically, the first rotating element RM1 is configured by the sun gear S3 of the third planetary gear unit 38, and the ring gear R2 of the second planetary gear unit 36 and the ring gear R3 of the third planetary gear unit 38 are connected to each other to form the second planetary gear unit 38. A rotating element RM2 is configured. Further, the carrier CA2 of the second planetary gear unit 36 and the carrier CA3 of the third planetary gear unit 38 are connected to each other to form a third rotating element RM3, and the fourth rotating element RM4 is constituted by the sun gear S2 of the second planetary gear unit 36. Is configured. That is, in the second planetary gear device 36 and the third planetary gear device 38, the carriers CA2 and CA3 are integrally configured, the ring gears R2 and R3 are configured by a common member, and the second planetary gear device is configured. The pinion gear of the device 36 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 38.

  The first rotating element RM1 is connected to the housing 44 by the first brake B1, and the second rotating element RM2 is connected to the housing 44 by the second brake B2 to prevent relative rotation thereof. The fourth rotation element RM4 is connected to the turbine shaft 20 by the first clutch C1, and the second rotation element RM2 is connected to the turbine shaft 20 by the second clutch C2 and is rotated integrally therewith. The first rotating element RM1 is integrally connected to the carrier CA1 of the first planetary gear device 32, and the third rotating element RM3 is integrally connected to the output gear 42. Is output. In addition, between the 2nd rotation element RM2 and the housing 44, the reverse rotation is blocked | prevented, accept | permitting the rotation of the 2nd rotation element RM2 forward rotation, ie, the same direction as the turbine shaft 20, in parallel with 2nd brake B2. A one-way clutch F is provided.

  The operation table of FIG. 3 shows the shift speeds (reverse, 1st to 2nd speeds) that are established with the operating states of the friction engagement elements such as the first clutch C1 and the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. 6), “◯” represents engagement, and “◎” represents engagement such as during engine braking. The reverse gear ratio, which is the reverse gear, and the gear ratios from the first gear to the sixth gear, which are the forward gear, are the first planetary gear device 32 (FIG. 2), the second planetary gear device 36, And it is suitably determined by each gear ratio of the third planetary gear unit 38.

Hereinafter, the operation state of the friction engagement element when each gear stage is established and the movement of the transmission gear mechanism 6 associated therewith will be listed for each gear stage such as reverse and first to sixth gears.
When establishing reverse, which is the reverse shift stage, both the second brake B2 and the third brake B3 are engaged. As a result, the rotation of the second rotation element RM2 relative to the housing 44 is prevented, and the first rotation element RM1 is decelerated and rotated by the first transmission unit 34, and “reverse”, which is a reverse shift stage for moving the vehicle 1 backward, is performed. The third rotation element RM3 is reversely rotated at a rotation speed corresponding to “reverse”.

  The first clutch C1 and the second brake B2 are both engaged when establishing the first speed, which is the lowest gear among the forward gears. However, when accelerating, it is not always necessary to engage the second brake B2 as described above. This is because the second brake B2 and the one-way clutch F are provided in parallel as described above, and the one-way clutch F performs the same function as the engagement of the second brake B2 during acceleration. When the first clutch C1 and the second brake B2 or the one-way clutch F replaced therewith are engaged, the fourth rotating element RM4 is rotated integrally with the turbine shaft 20 and the housing of the second rotating element RM2 Rotation with respect to 44 is prevented, and “first speed”, which is a forward shift stage for moving the vehicle 1 forward, is established. As a result, the third rotation element RM3 connected to the output gear 42 is rotated at a rotation speed corresponding to the “first speed”.

  When establishing the second speed, which is a gear stage having a higher gear ratio than the first speed, both the first clutch C1 and the first brake B1 are engaged. As a result, the fourth rotating element RM4 is rotated integrally with the turbine shaft 20, and the rotation of the first rotating element RM1 with respect to the housing 44 is prevented, and "second speed" which is the forward gear stage is established. As a result, the third rotation element RM3 is rotated at a rotation speed corresponding to “second speed”.

  When the third speed, which is a gear stage with a higher gear ratio than the second speed, is established, the first clutch C1 and the third brake B3 are both engaged, and the fourth rotating element RM4 is integrated with the turbine shaft 20. The first rotating element RM1 is rotated at a reduced speed by the first transmission unit 34 while being rotated. As a result, “3rd speed”, which is the forward gear, is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to “3rd speed”.

  When establishing the fourth speed, which is a gear stage having a higher gear ratio than the third speed, the first clutch C1 and the second clutch C2 are both engaged, and the second transmission unit 40 is integrated with the turbine shaft 20. It is rotated. As a result, “4th speed”, which is the forward gear, is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to “4th speed”.

  When the fifth speed, which is a gear stage having a higher gear ratio than the fourth speed, is established, the second clutch C2 and the third brake B3 are both engaged, and the second rotating element RM2 is integrated with the turbine shaft 20. The first rotation element RM1 is rotated at a reduced speed by the first transmission unit 34 while being rotated. As a result, “5th speed”, which is the forward gear, is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to “5th speed”.

  When the sixth gear, which is a gear stage having a higher gear ratio than the fifth gear, is established, the second clutch C2 and the first brake B1 are both engaged, and the second rotating element RM2 is integrated with the turbine shaft 20. The first rotating element RM1 is prevented from rotating with respect to the housing 44 while being rotated. As a result, “6th speed” that is the forward gear stage is established, and the third rotating element RM3 is rotated at a rotational speed corresponding to “6th speed”.

  Next, the electrical configuration of the control device for the vehicle 1 in the present embodiment will be described with reference to FIG. The control device 50 (hereinafter referred to as ECU) includes an engine control computer that controls the operation of the engine 2 and a drive system control computer that controls the drive system of the automatic transmission 3 and the like. .

  As shown in FIG. 1, the ECU 50 detects an accelerator position sensor 16 that detects the operation amount of the accelerator pedal 15 and an amount of air that passes through the intake passage 7 and is supplied to the engine 2 (intake air amount). Various sensors such as an air flow meter 21 and a throttle opening sensor 52 for detecting the opening of the throttle valve 17 are connected. The ECU 50 is connected to a drive circuit for the motor 51 that opens and closes the throttle valve 17, a drive circuit for the fuel injection valve 45, and a drive circuit for the igniter 47.

  And ECU50 grasps | ascertains the driving | running state of the engine 2 based on the detection signal of the said various sensors, and outputs a command signal with respect to the drive circuit of the said various apparatuses according to the driving | running state. Thus, throttle opening control, fuel injection amount control, ignition timing control, and the like of the engine 2 are performed through the ECU 50. Adjustment of the engine output in the engine 2 is basically performed based on the operation of the accelerator pedal 15. Specifically, when the driver operates the accelerator pedal 15, a target value of the throttle opening is set based on the accelerator operation amount at that time, and the motor 51 is controlled based on the target value. Thereby, the opening degree of the throttle valve 17 is adjusted, and the intake air amount becomes a value corresponding to the driver's request. Then, an amount of fuel corresponding to the intake air amount is injected from the fuel injection valve 45 through the fuel injection amount control, and the air-fuel mixture composed of the fuel and air is burned through the ignition plug 46 based on the ignition timing control. Thus, the engine output of the engine 2 is adjusted to a value corresponding to the driver's request.

  The ECU 50 also includes an input rotation speed sensor 9 that detects the rotation speed of the turbine shaft 20 that is the input shaft of the transmission gear mechanism 6, and the rotation speed (output rotation speed) of the output shaft 12 that is the output shaft of the transmission gear mechanism 6. NT) is connected to the output rotation speed sensor 10. In addition, the ECU 50 includes a shift position sensor 14 that outputs a signal corresponding to the position of the shift lever 13 operated by the driver of the vehicle 1, a wheel speed sensor 19 that detects the rotational speed of the drive wheels 4, and the vehicle 1. An acceleration sensor 53 and the like for detecting acceleration are connected. The ECU 50 is connected to a drive circuit for first to fifth solenoid valves 55 to 59 provided in a hydraulic control circuit 54 for switching the gear position of the automatic transmission 3.

  The hydraulic control circuit 54 is for supplying hydraulic oil to friction engagement elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. The first to fifth solenoid valves 55 to 59 provided in the hydraulic pressure control circuit 54 are respectively corresponding friction engagement elements, that is, the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2. The hydraulic pressure acting on the third brake B3 is adjusted, and the friction engagement elements are individually engaged and released.

  Then, the ECU 50 grasps the drive state of the drive system based on the detection signals input from the various sensors, and outputs command signals to the drive circuits of the first to fifth solenoid valves 55 to 59. Thus, the shift control for switching the gear position of the automatic transmission 3 is performed through the ECU 50.

  Regarding the shift control of the automatic transmission 3, an instruction stage that is a shift stage suitable for the driving state of the vehicle 1 is set based on the accelerator operation amount, the vehicle speed, the position of the shift lever 13, and the like. Is realized by individually operating the first to fifth solenoid valves 55 to 59 so that the friction engagement elements are engaged or disengaged so that the above-mentioned instruction stage is achieved. The vehicle speed used in the shift control is obtained based on the output speed NT, which is a detection signal from the output speed sensor 10, the detection signal from the input speed sensor 9, and the current gear position. Is possible. Then, by performing gear shift control as described above, a gear position suitable for the driving state of the vehicle 1 is selected. As for the shift speeds thus formed, for example, under the condition that the accelerator operation amount is constant during forward travel of the vehicle 1, the gear ratio becomes higher as the vehicle speed increases, that is, from the first speed to the sixth speed. Upshift to speed.

  When switching the shift stage of the automatic transmission 3 to the set instruction stage, the hydraulic pressure acting on a predetermined friction engagement element is reduced in accordance with the set instruction stage. The hydraulic pressure acting on the other friction engagement elements is increased based on the command pressure while the friction engagement elements are engaged with each other, thereby switching the shift speed to the command speed. . For example, when the gear stage is set to the third speed and the instruction stage is set to the second speed and the gear stage is downshifted from the third speed to the second speed, as shown in the table of FIG. The hydraulic pressure acting on the third brake B3 is lowered to release the third brake B3, while the hydraulic pressure acting on the first brake B1 is raised based on the command pressure to engage the first brake B1.

  The indicated pressure used when adjusting the hydraulic pressure acting on the friction engagement element is the value of the engine 2 obtained from the intake air amount of the engine 2 as a value that can enable the engagement of the friction engagement element. Set based on engine output. The command pressure set in this way increases as the engine output increases. This is because as the engine output of the engine 2 increases, the hydraulic pressure required to engage the friction engagement element increases. Further, when changing the gear position of the automatic transmission 3 to the low gear position, in order to change the gear position without a sense of incongruity, the hydraulic pressure acting on the friction engagement element to be engaged is directed to the command pressure. It is preferable that the friction engagement element to be engaged is gradually engaged by gradually increasing the pressure to the indicated pressure instead of rapidly increasing.

  In the vehicle 1, the instruction stage is set based on the amount of operation of the shift lever 13 by the driver, and the friction engagement element is set so that the gear stage of the automatic transmission 3 becomes the instruction stage set by the driver. Are engaged and released.

  By the way, in such an automatic transmission, when a downshift is performed, the rotational speed of the friction engagement element engaged with the output shaft of the engine may be higher than the rotational speed of the output shaft. When the frictional engagement element is engaged when there is a difference in rotational speed between the frictional engagement element engaged with the output shaft of the engine and the output shaft as described above, There is a possibility that a shift shock may occur with the engagement.

  Therefore, in order to smoothly perform the downshift by the automatic transmission, in the present embodiment, the blipping control for increasing the engine output and increasing the engine speed when the downshift is performed is executed. This blipping control is performed by controlling the opening degree of the throttle valve to the opening side with respect to the opening degree set based on the operation by the driver of the vehicle, such as an accelerator operation amount.

  Here, when the friction engagement element is released by the shift process in the automatic transmission, the output of the engine is transmitted to the automatic transmission without the friction engagement element being completely released due to various factors. It may end up. As described above, the factors include, for example, a change in performance of the hydraulic oil acting on the friction engagement element, a deformation caused by a change over time of a member or a friction mechanism that is operated by releasing the friction engagement element, and the like. As a result, the frictional engagement element that is supposed to be in the released state is not completely released, and is in a half-engaged state, that is, a state with a high degree of engagement. When the frictional engagement element is in the half-engaged state in this way, the output is transmitted from the engine to the wheels via the frictional engagement element during the half-engaged state.

  Thus, when a problem such as half-engagement of the frictional engagement element occurs during the downshift of the automatic transmission, a vehicle operation unintended by the vehicle driver such as an increase in the traveling speed of the vehicle occurs. There is a risk of discomfort to the driver.

  In order to solve these problems, for example, during downshifting, it is possible to reduce engine output when downshifting is performed by performing retard control of ignition timing in the engine together with the blipping control. It is done. However, the problem that the friction engagement element described above is in a semi-engaged state may not occur depending on the viscosity of the hydraulic oil or the degree of deformation of the above-described member or friction mechanism. In addition, if the ignition timing is always retarded, the output from the engine may be reduced even though the friction engagement element is not half-engaged. Then, the output transmitted from the engine to the friction engagement element is reduced, and the occurrence of a shift shock is unavoidable.

  Therefore, in the present embodiment, the execution condition of the output adjustment process of the engine 2, that is, the ignition timing retarding control is set based on the engagement state of the friction engagement element. Hereinafter, this output adjustment processing will be described with reference to FIG.

FIG. 4 is a flowchart showing a processing procedure of output adjustment processing. The output adjustment process is periodically executed through the ECU 50, for example, with a time interruption every predetermined time.
When this process is started, it is first determined whether or not a shift process using a downshift is being executed in the automatic transmission 3 (step S110). Here, as a condition for determining that the shift process by the downshift is being executed, the driver of the vehicle 1 sets the indication stage of the shift lever 13 from the high side to the low side based on the detection value from the shift position sensor 14. For example, it may be determined that it has been changed to the side. Then, when the instruction stage of the shift lever 13 is not changed, the shift process by downshift is not being executed (step S110: NO), and this process is temporarily ended.

  On the other hand, if it is determined that the indicated stage of the shift lever 13 has been changed from the high side to the low side and it is determined that the shift process by the downshift is being executed (step S110: YES), the blipping control is executed. It is determined whether or not it is possible (step S120).

  Note that the blipping control in the present embodiment is such that, as described above, the opening degree of the throttle valve 17 is set to a predetermined opening degree opening side relative to the opening degree set based on the operation by the driver of the vehicle 1 such as the accelerator operation amount. This is done by controlling. A condition for determining that the blipping control can be performed is that it is determined that the throttle valve 17 is normally driven. That is, when the target value of the throttle opening set in the throttle opening control described above and the actual opening of the throttle valve 17 detected by the throttle opening sensor 52 are substantially the same, the throttle valve 17 is determined to be operating normally.

  If it is determined that the throttle valve 17 is not normally driven and it is determined that the blipping control cannot be executed (step S120: NO), this processing is temporarily terminated without executing the blipping control. On the other hand, when it is determined that the throttle valve 17 is normally driven and it is determined that the blipping control can be executed (step S120: YES), the blipping control is executed (step S130). As a result, the opening degree of the throttle valve 17 is increased, and the engine output and the engine speed are increased.

  After the blipping control is executed in this way, it is determined whether or not the change amount of the output rotational speed NT is equal to or greater than a predetermined amount NTp (step S140). The amount of change in the output rotational speed NT is an increase in the output rotational speed NT during the downshift.

  Here, when the degree of engagement of the friction engagement element that shifts from the engaged state to the released state during the downshift is small, the output rotational speed NT that is the output side rotational speed hardly changes during the downshift. On the other hand, when the degree of engagement is large, the engine output increased by the blipping control is input to the automatic transmission 3, so that the output rotational speed NT increases.

  Therefore, in step S140 described above, by determining whether or not the amount of change in the output rotational speed NT is equal to or greater than the predetermined amount NTp, the engagement of the frictional engagement element that shifts from the engaged state to the released state during downshifting. It is determined whether or not the degree is estimated to be greater than or equal to a predetermined value. That is, whether or not there is a possibility that the frictional engagement element is not completely released but is half-engaged and the engine speed is transmitted from the engine 2 to the automatic transmission 3 to increase the vehicle speed. The determination is made based on the amount of change in the output speed NT. Note that when the change amount of the output rotational speed NT is equal to or greater than the predetermined amount NTp, the predetermined amount NTp is not completely released but is half-engaged, so that the engine 2 changes to the automatic transmission 3. It is set to a value that may increase the vehicle speed due to the transmission of the engine output.

  Then, the amount of change in the output rotational speed NT is equal to or greater than the predetermined amount NTp (step S140: YES), and the engine output is transmitted from the engine 2 to the automatic transmission 3 by half-engagement of the friction engagement element. If it is determined, ignition timing retardation processing is executed (step S150). In this ignition timing retarding process, the ignition timing is retarded by a predetermined amount θp from the timing set by the ECU 50 based on the operating state of the engine 2 or the like. After such ignition timing retardation processing is executed, this processing is temporarily terminated. Note that, even when the engine output is transmitted from the engine 2 to the automatic transmission 3 by half-engagement of the friction engagement elements, the predetermined amount θp is determined by the retard of the ignition timing based on the predetermined amount θp. The engine output can be reduced to such an extent that the increase of the engine can be ignored.

  On the other hand, the amount of change in the output rotational speed NT is less than the predetermined amount NTp (step S140: NO), and transmission of the engine output from the engine 2 to the automatic transmission 3 due to the half-engagement of the friction engagement element has occurred. If it is determined that the ignition timing is not, the process is temporarily terminated without executing the ignition timing retarding process.

According to the embodiment described above, the following effects can be obtained.
(1) When it is estimated that the degree of engagement of the frictional engagement element that shifts from the engagement state to the release state during downshift is greater than or equal to a predetermined value, in other words, the frictional engagement element is not completely released and is partially engaged. If the engine output is transmitted from the engine 2 to the automatic transmission 3 and the vehicle speed may increase, the engine output during the blipping control is adjusted to be small. ing. For this reason, the engine output during the execution of the blipping control is not unnecessarily reduced. Therefore, it is possible to reduce the shift shock while suppressing the increase in the vehicle speed during the execution of the blipping control.

  (2) When the degree of engagement of the frictional engagement element that shifts from the engaged state to the released state during a downshift is small, the output side rotational speed hardly changes during the downshift. On the other hand, when the degree of engagement is large, the engine output increased by the blipping control is input to the automatic transmission 3, so that the output side rotational speed increases. Therefore, the output side rotational speed of the automatic transmission 3 during the downshift can be monitored, and it can be estimated that the degree of engagement increases as the output side rotational speed increases greatly.

In addition, each said embodiment can also be implemented with the following forms which changed this suitably.
In the above embodiment, the degree of engagement of the frictional engagement element that shifts from the engaged state during the downshift to the released state increases as the output rotational speed NT increases significantly, that is, the output rotational speed NT The greater the amount of change, the greater the degree of engagement is estimated. Here, when the degree of engagement of the friction engagement element that shifts from the engaged state to the released state during the downshift is small, the acceleration of the vehicle is also hardly changed during the downshift, and when the degree of engagement is large, Similarly, the acceleration of the vehicle increases. Therefore, instead of the output rotational speed NT in the above embodiment, the degree of engagement may be estimated based on vehicle acceleration. Specifically, as shown in FIG. 5, instead of step S140 of the output adjustment process (FIG. 4) in the above embodiment, it is determined whether or not the amount of change in the vehicle acceleration G is equal to or greater than a predetermined amount Gp. (FIG. 5: Step S145). As the amount of change in the vehicle acceleration G, the amount by which the vehicle acceleration G increases during downshifting based on the detection value from the acceleration sensor is employed. In such a form, in addition to the effect equivalent to the effect (1) in the above embodiment, the following effect can be obtained.

  (3) When the degree of engagement of the friction engagement element that shifts from the engaged state to the released state during a downshift is small, the vehicle acceleration G hardly changes during the downshift. On the other hand, when the degree of engagement is large, the engine output increased by the blipping control is input to the automatic transmission, so the output from the automatic transmission is transmitted to the drive wheels, and the vehicle acceleration G is To rise. Therefore, the vehicle acceleration G during the downshift can be monitored, and it can be estimated that the degree of engagement is larger as the vehicle acceleration G is greatly increased.

  -Instead of the output rotation speed NT in the said embodiment, you may make it estimate about the said engagement degree based on the temperature of the hydraulic fluid of an automatic transmission. Here, as described above, when the temperature of the hydraulic oil is low, the viscosity of the hydraulic oil becomes high, and the responsiveness when performing the release operation of the friction engagement element that is changed from the engaged state to the released state at the time of downshifting. descend. Thus, when the responsiveness at the time of releasing the frictional engagement element is lowered, the frictional engagement element that is supposed to be in the released state is not completely released, and is in a half-engaged state, that is, a state in which the degree of engagement is large. . Therefore, in the present embodiment, specifically, as shown in FIG. 6, the temperature T of the hydraulic oil of the automatic transmission 3 is set to a predetermined temperature Tp instead of step S140 of the output adjustment process (FIG. 4) in the above embodiment. Whether or not this is the case is determined (FIG. 6: step S245). In such a form, in addition to the effect equivalent to the effect (1) in the above embodiment, the following effect can be obtained.

  (4) When the temperature of the hydraulic oil is low, the viscosity of the hydraulic oil increases, and the responsiveness when the frictional engagement element that changes from the engaged state to the released state during the downshift is released is lowered. Thus, when the responsiveness at the time of releasing the frictional engagement element is lowered, the frictional engagement element that is supposed to be in the released state is not completely released, and is in a half-engaged state, that is, a state in which the degree of engagement is large. . Accordingly, the temperature T of the hydraulic oil of the automatic transmission during the downshift is monitored, and it is estimated that the lower the temperature T, the greater the degree of engagement of the friction engagement elements that shift from the engaged state to the released state during the downshift. can do.

  In the above embodiment, as the ignition timing retarding process, the ignition timing is retarded with respect to the ignition timing set by the ignition timing control with a predetermined amount θp set in advance. In addition, the ignition timing retardation amount θ in the ignition timing retardation processing may be variably set according to the amount of change in the output rotational speed NT. Specifically, as shown in FIG. 7, the retardation amount θ is set so that the value of the retardation amount θ increases as the change amount of the output rotation speed NT increases. It should be noted that, similarly to the above-described embodiment, it is determined whether or not the ignition timing retarding process in this embodiment is executed according to the estimated degree of engagement such as the amount of change in the output rotation speed NT. Alternatively, the ignition timing retarding process may be executed regardless of the estimated degree of engagement. Further, instead of the amount of change in the output rotational speed NT, the value of the retard amount θ may be variably set according to the amount of change in the vehicle acceleration G and the temperature T of the hydraulic oil for the automatic transmission. . In this embodiment, the following effects can be obtained instead of the effects in the above embodiment.

  (1) The greater the degree of engagement of the frictional engagement element that shifts from the engaged state to the released state during downshifting, in other words, the frictional engagement element is not completely released and becomes semi-engaged, and the engine automatically shifts. The engine output during the blipping control is adjusted to be smaller as the degree of the vehicle speed that is increased by transmitting the engine output to the machine increases. For this reason, the engine output during execution of blipping control can be reduced as necessary. Therefore, it is possible to reduce the shift shock while suppressing the increase in the vehicle speed during the execution of the blipping control.

  The blipping control in the above embodiment has been executed by setting the opening of the throttle valve 17 to the open side with respect to the opening controlled based on the accelerator operation amount by the throttle opening control, The form of blipping control is not limited to this. For example, in a diesel engine, the blipping control may be executed by setting the fuel injection amount to an amount larger than the injection amount controlled to correspond to the intake air amount of the engine.

  In the above embodiment, the engine output during the blipping control is reduced by executing the ignition timing retarding process. As means for adjusting the engine output to be small, instead of the ignition timing retarding process, for example, the throttle opening may be controlled to the closed side, or the fuel injection amount may be corrected to decrease.

  -Although the example which applies this invention when the gear stage of the automatic transmission 3 is changed based on the operation position of the shift lever 13 by the driver | operator of the vehicle 1 was shown, in addition to this, in vehicle speed, an accelerator operation amount, etc. The present invention may be applied to a case where the gear position is automatically changed based on the above.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine (internal combustion engine), 3 ... Automatic transmission, 4 ... Drive wheel, 5 ... Torque converter, 6 ... Transmission gear mechanism, 7 ... Intake passage, 9 ... Input rotation speed sensor, 10 ... Output Rotational speed sensor, 11 ... crankshaft, 12 ... output shaft, 13 ... shift lever, 14 ... shift position sensor, 15 ... accelerator pedal, 16 ... accelerator position sensor, 17 ... throttle valve, 18 ... pump impeller, 19 ... wheel Speed sensor, 20 ... turbine shaft, 21 ... air flow meter, 22 ... turbine wheel, 24 ... one-way clutch, 26 ... stator wheel, 28 ... lock-up clutch, 32 ... first planetary gear unit, 34 ... first gear shift , 36 ... second planetary gear unit, 38 ... third planetary gear unit, 40 ... second transmission unit, 42 ... output gear, 44 ... c Jing, 45 ... Fuel injection valve, 46 ... Spark plug, 47 ... Igniter, 50 ... ECU (control device, estimation means, engine output adjustment means), 51 ... Motor, 52 ... Throttle opening sensor, 53 ... Acceleration sensor, 54 ... Hydraulic control circuit, 55-59 ... first to fifth solenoid valves, F ... one-way clutch, B1 ... first brake, B2 ... second brake, B3 ... third brake, C1 ... first clutch, C2 ... first 2 clutches, R1 to R3 ... ring gear, S1 to S3 ... sun gear, CA1 to CA3 ... carrier, RM1 ... first rotating element, RM2 ... second rotating element, RM3 ... third rotating element, RM4 ... fourth rotating element.

Claims (7)

An in-vehicle internal combustion engine that executes blipping control that increases engine output and increases engine rotation speed when downshifting an automatic transmission that switches gears by selectively engaging a plurality of friction engagement elements. In the control device,
Estimating means for estimating the degree of engagement of the friction engagement element that shifts from an engaged state to a released state during downshift of the automatic transmission;
In-vehicle internal combustion engine comprising engine output adjusting means for adjusting the engine output during execution of blipping control to be small on condition that the estimated degree of engagement is equal to or greater than a predetermined value Control device. An in-vehicle internal combustion engine that executes blipping control that increases engine output and increases engine rotation speed when downshifting an automatic transmission that switches gears by selectively engaging a plurality of friction engagement elements. In the control device,
Estimating means for estimating the degree of engagement of the friction engagement element that shifts from an engaged state to a released state during downshift of the automatic transmission;
An on-board internal combustion engine control apparatus comprising: an engine output adjusting unit that adjusts an engine output so that an engine output during execution of blipping control decreases as the estimated degree of engagement increases. The control device for an on-vehicle internal combustion engine according to claim 1 or 2, wherein the estimation means estimates that the degree of engagement is greater as the output side rotational speed of the automatic transmission is greatly increased during downshifting. The control device for an on-vehicle internal combustion engine according to claim 1 or 2, wherein the estimation means estimates that the degree of engagement increases as vehicle acceleration increases greatly during downshifting of the automatic transmission. The control device for an on-vehicle internal combustion engine according to claim 1 or 2, wherein the estimation means estimates that the degree of engagement is greater as the temperature of hydraulic oil of the automatic transmission during downshift is lower. The on-board internal combustion engine control device according to any one of claims 1 to 5, wherein the blipping control increases an intake air amount of the internal combustion engine in order to increase an engine output. The on-board internal combustion engine control device according to any one of claims 1 to 6, wherein the engine output adjusting means is configured to reduce the engine output by retarding the ignition timing of the internal combustion engine.

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