JP2517916B2 - Integrated control device for automatic transmission and engine - Google Patents

Description

Detailed Description of the Invention

[Industrial applications]

The present invention relates to improvement of an integrated control device for an automatic transmission and an engine.

[Prior art]

An automatic transmission for a vehicle configured to selectively switch the engagement state of a friction engagement device by operating a hydraulic control device to achieve any one of a plurality of gears has already been widely used. Are known. Further, in such a vehicular transmission, various integrated control devices for an engine and an automatic transmission, which change the engine torque at the time of shifting, have been proposed (for example, JP-A-55)
−69738). When the engine torque is changed at the time of shifting, it is possible to control the amount of energy absorbed by each member of the automatic transmission or the friction engagement device that brakes these members. As a result, the gear shift can be completed in a short time and with a small gear shift shock, the driver can be given a good sense of gear shift, and the durability of the friction engagement device can be improved. Normally, in such an integrated control device for an automatic transmission and an engine, the amount of change in engine torque that is changed during a shift is determined according to the engine load (for example, throttle opening), the type of shift, and the like.

[Problems to be Solved by the Invention]

However, even if the engine load is the same and the type of shift, for example, the type of shift from the first speed to the second speed, is the same, the friction coefficient actually involved when the shift is executed. If the type of mixing device is different,
There may be a case where the preset engine torque change or the like is not always appropriate. That is, for example, even in the case of shifting from the first speed to the second speed, when the traveling range is set to the so-called drive range, there is usually only one frictional engagement device. When the high speed running range is set, in addition to this friction engagement device, another friction engagement device is often engaged. If uniform engine torque change control is performed in such a case, it becomes impossible to obtain proper gear shift characteristics on both sides, which may cause problems such as deterioration of durability of the friction engagement device or deterioration of gear shifting feeling. become.

[Object of the invention]

The present invention has been made in view of such a problem, and it is an automatic shift that can always change the optimum engine torque in consideration of the type of friction engagement device that is actually involved in the shift. An object is to provide an integrated control device for a machine and an engine.

[Means for solving problems]

The present invention, as shown in the outline of FIG. 1, detects the type of shift in an integrated control device for an automatic transmission and an engine that maintains good shift characteristics by changing engine torque during a shift. Means for detecting the type of the friction engagement device that is currently involved when the gear shift is executed, and the engine torque when the type of the friction engagement device that is currently involved is different even if the type of gear shift is the same. The above object is achieved by including means for correcting the specifications for changing.

Actions and effects of the present invention

In the present invention, the parameters for specifically detecting the actual type of the friction engagement device involved when the gear shift is executed and changing the engine torque depending on the type of the friction engagement device. Therefore, it is possible to appropriately change the engine torque for each shift. As a result, the effect of improving the durability of the friction engagement device and reducing the shift shock can be further improved. Further, when the engine torque change amount is made smaller, it is possible to prevent a problem that the exhaust temperature rises, for example. A preferred embodiment is to detect the type of frictional engagement device that is actually involved in the execution of the shift by determining the shift position in addition to the type of shift. This makes it possible to easily detect the type of friction engagement device. Further, in a preferred embodiment, the parameter for changing the engine torque is an engine torque change amount. Further, the specification for changing the engine torque is, for example, when the change timing of the engine torque is specified by a timer, the setting time of the timer, that is, the change time of the engine torque is set. Is also good.

Embodiment 1 An embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 2 is an overall schematic diagram of a shift control device for an automatic transmission to which the present invention is applied. The engine 1 and the automatic transmission 2 are well known. In the engine 1, the engine control computer 7 controls the fuel injection amount in the injection valve 10 and the ignition timing in the distributor 20 to obtain an engine output corresponding to the accelerator opening and the engine rotation speed. It is becoming like this. Further, in the automatic transmission 2, the solenoid valves S _{1 to} S ₃ of the hydraulic control device 3 are controlled by the automatic transmission control computer 8, and as a result of the oil passage in the hydraulic control device 3 being changed, each friction coefficient is changed. The engagement state of the coupling device is selectively changed so that a shift speed corresponding to the vehicle speed and the accelerator opening can be obtained. That is, the engine control computer 7 includes an engine rotation speed by the engine rotation sensor 9, an intake air amount by the intake amount sensor 10, an intake air temperature by the intake air temperature sensor 11, a throttle opening by the throttle sensor 12, and a vehicle speed sensor 13. Vehicle speed, engine water temperature by engine water temperature sensor 14, brake by brake switch 15
Each signal of ON is input. The engine control computer 7 determines the fuel injection amount and ignition timing based on these signals. In addition, the engine control computer 7 includes solenoid valves S _{1 to} S ₂ which are ON-OFF controlled by the automatic transmission control computer 8.
The respective solenoid signals and the engine torque change amount signal are also input in parallel, whereby the shift timing of the automatic transmission is determined, and the retard control during shift is executed. On the other hand, the automatic transmission control computer 8
In addition to the signals from the throttle sensor 12, vehicle speed sensor 13, engine water temperature sensor 14, brake switch 15, etc.,
The position of the shift lever by the shift position sensor 16,
The pattern selection switch 17 is used to input a driving selection pattern such as fuel efficiency-oriented driving or power performance-oriented driving, and a signal such as permission to shift to overdrive by the overdrive switch 18 to obtain a shift speed corresponding to the vehicle speed and accelerator opening. As described above, the solenoid valves S _{1 to} S ₂ are ON / OFF controlled. The solenoid valve S ₃ is used for engaging the lockup clutch. FIG. 3 shows the outline of the transmission of the automatic transmission. The driving force input to the input shaft 210 is the torque converter 212.
Alternatively, it is transmitted to the output shaft 220 via a lockup clutch 214, an overdrive mechanism 216, and a planetary gear transmission 218 which is a gear mechanism of three forward gears and one reverse gear provided in the torque converter 212. . The torque converter 212 includes a pump 222 that rotates with the input shaft 210 and a turbine shaft 224 that transmits driving force to the overdrive mechanism 216.
A turbine 226 fixed to the shaft and a stator 228 fixed via a one-way clutch. The turbine shaft 224 serves as an input shaft of the overdrive mechanism 216, and is connected to the carrier 230 of the planetary gear unit in the overdrive mechanism 216. The planetary pinion 232 is rotatably supported by the carrier 230, and the sun gear 23
4 and the ring gear 236. Sun gear 23
A clutch C ₀ and a one-way clutch F ₀ are provided between the 4 and the carrier 230, respectively, and a brake is provided between the sun gear 234 and the housing 238 of the overdrive mechanism 216.
B ₀ is provided. The ring gear 236 of the overdrive mechanism 216 is fixed to the input shaft 240 of the planetary gear transmission 218, and the clutch is provided between the input shaft 240 and the intermediate shaft 242.
C ₁ is provided. A clutch C ₂ is provided between the input shaft 240 and the sleeve shaft 244 fitted to the intermediate shaft 242, and the sleeve shaft 244 and the transmission housing 2 are provided.
A brake B ₁ and a brake B ₂ and a one-way clutch F are provided between them and 45. The sun gears 246 and 248 fixed to the sleeve shaft 244 are planetary pinion 250 and 2 respectively.
It is meshed with the ring gears 254, 256 via 52,
It forms two sets of planetary gear units. One ring gear
256 is fixed to the intermediate shaft 242 and is a planetary pinion
A carrier 258 that rotatably supports the 252 is connected to the output shaft 220 and the other ring gear 254. A carrier 260 that rotatably supports the other planetary pinion 250,
Brake B between transmission housing 245
₃ and one-way clutch F ₂ are provided respectively. The clutches C ₀ , C ₁ , C ₂ as friction devices and the brakes B ₀ , B ₁ , B ₂ , B ₃ are selectively driven by the hydraulic control device 3 as shown in FIG. To be done. However, in FIG. 4, the mark ◯ indicates the operating state. As is apparent from FIG. 4, only the brake B ₂ is engaged in the shift from the first speed to the second speed in the drive range, but the brakes B ₁ and B ₂ are simultaneously engaged in the second speed range. . Therefore, the drive range and the second speed range differ in the types of friction engagement devices involved even in the same speed change from the first speed to the second speed. Therefore, in this embodiment, a control flow as shown in FIG. 5 is provided so that the retard amounts are set independently of each other. That is, when the shift determination from the first speed to the second speed is made at step 302, it is asked at step 304 whether the shift position is the drive range or the second speed running range,
The retard amount table 1 is selected in the drive range (step 306), and the retard amount table 2 is selected in the second speed range (step 308). An example of the retard amount tables 1 and 2 is shown in FIG. As a result,
In the second speed range, the amount of retard angle is reduced as compared with the drive range, and it becomes possible to prevent deterioration of gear shift shock due to too short gear shift time. Further, since the retard angle amount is reduced, problems such as increase in exhaust temperature do not occur. That is, as shown in FIGS. 7 (A) and 7 (B), as shown in FIG. 7 (A), deterioration of gear shift shock as shown by the portion P in the arrow P in the second speed range (broken line) is conventionally achieved. Is seen from the arrow P'of the one-dot chain line in FIG.
Can be changed as shown in (1) to prevent deterioration of the gear shift shock. As is clear from FIG. 7B, in this embodiment, the timing of torque change is determined depending on the rotating state of the rotating member. Generally, the timing of executing the torque change may be determined depending on the rotation state of the rotating member or may be determined by a timer. When the timing is determined by the timer, the torque change is performed. It is even better if the torque change time is corrected in addition to the amount correction. In the above embodiment, the drive range and 2
The description has been made by taking the change from the first speed to the second speed in the high speed traveling range as an example. However, in the present invention, the case where the type of the friction engagement device actually involved is different even if the type of gear shifting is the same, Of course, it is not limited to this example. Therefore, the means for detecting the difference in the types of the friction engagement devices involved is not limited to the means of the above embodiment.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, and FIG. 2 is
An overall schematic block diagram showing the construction of an integrated control device for an automatic transmission and an engine to which an embodiment of the present invention is adopted. FIG. 3 is a skeleton diagram showing the construction of a transmission section of the automatic transmission. FIG. 5 is a diagram showing an engagement state of each friction engagement device in the above-mentioned embodiment device, FIG. 5 is a flow chart showing a control flow in the above-mentioned embodiment device, and FIG.
FIG. 7 is a diagram showing an example of a map of the retard amount, and FIG. 7 is a shift transient characteristic diagram for showing the effect of the above-described embodiment in comparison with the conventional one. 1 ...... engine, 2 ...... automatic transmission, B _1, B ₂ ...... brakes, 16 ...... shifted positive Chillon sensor.

Claims (5)

(57) [Claims] Claim: What is claimed is: 1. An integrated control device for an automatic transmission and an engine, wherein an engine torque is changed during a gear shift to maintain a good gear shift characteristic. At this time, the means for detecting the type of the friction engagement device that is currently involved, and even if the type of gear shift is the same, if the types of the friction engagement device that are currently involved are different, the specifications for changing the engine torque are corrected. An integrated control device for an automatic transmission and an engine, comprising: 2. The method according to claim 1, wherein the type of frictional engagement device that is actually involved when the shift is executed is detected by determining the shift position in addition to the type of the shift. An integrated control device for the automatic transmission and engine described. 3. The specification for changing the engine torque is an amount of change in the engine torque.
Item 2. An integrated control device for an automatic transmission and an engine according to Item 2 or 2. 4. The integrated control device for an automatic transmission and an engine according to claim 1, wherein the parameter for changing the engine torque is an engine torque changing time. 5. The integrated control device for an automatic transmission and an engine according to claim 1, wherein the parameter for changing the engine torque is an engine torque changing timing.