JP2952725B2 - Integrated control device for automatic transmission and engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for integrally controlling an engine, an automatic transmission for transmitting the output of the engine to driving wheels, and an integrated control device for the engine.

[0002]

2. Description of the Related Art Conventionally, for example, in Japanese Patent Publication No. Sho 60-18882, an engine output is changed during shifting of an automatic transmission.
For example, there is disclosed a technique in which the shift is fixed to a value at the start of the shift, and the shift is executed in a state where a predictable specific engine output is input.

According to this technique, a stable (predictable) engine output is input to the automatic transmission.
Mismatch between the control oil pressure in the hydraulic control device and the transmitted energy to be handled can be prevented from occurring, and good shift characteristics can always be obtained.

[0004]

However, when the engine output is maintained (controlled) at a predetermined value in the shifting process as described above, when the shifting is completed, the engine output is naturally based on the accelerator pedal operated by the driver. A deviation between the required engine output and the actual engine output will remain, and work must be performed to resolve this.

However, if the deviation between the actual output and the required output is eliminated after the shift is completely completed, the shift shock can be certainly reduced, but the time lag between the accelerator operation and the actual output of the engine is reduced. It gets bigger,
The discomfort increases, and for example, when the driver requests acceleration, the responsiveness is greatly impaired.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and it is intended to minimize the difference between the driver's accelerator operation and the actual output while maintaining good shift characteristics. The object of the present invention is to solve the above-mentioned problem by preventing the occurrence of discomfort and preventing the power responsiveness from lowering.

[0007]

According to a first aspect of the present invention, there is provided an integrated control apparatus for an automatic transmission and an engine for controlling an engine output during a gear shift, as shown in FIG. Means for determining a required engine torque based on the accelerator opening, and a required engine torque during a gear shift.
Ideal engine with characteristics that suppress changes in engine torque
Means for calculating torque, engine torque control means for controlling the engine torque so that the actual engine torque during the shift is the ideal engine torque, means for detecting the end of the shift, and required engine torque based on the accelerator opening. And, in order to start eliminating the difference between the actual engine torque that has been actually output based on the characteristic of the ideal engine torque from the end stage of the shift in which the shift has not yet ended,
A means for issuing a command to the engine torque control means has solved the above problem. According to a second aspect of the present invention, there is provided an integrated control apparatus for an automatic transmission and an engine for controlling an engine output during a shift, wherein a means for determining a required engine torque based on an accelerator opening is provided. Changes in engine torque
The ideal engine torque that has the characteristics to suppress the
Means, actual engine torque during shifting, and engine torque control means for controlling the engine torque so that the ideal engine torque, provided with a, modifying the ideal torque in response to the required torque in the middle of the shift This has solved the above-mentioned problem.

[0008]

In the present invention, the output of the engine is basically large until the end of the shift, based on the actual engine torque (or the required engine torque based on the operation of the accelerator pedal) at the beginning of the shift of the automatic transmission.
It is determined not to change sharply . That is, the request engine
Ideal engine to have characteristics that suppress torque changes
The torque is determined.

As a method for this determination, the actual output (or required output) of the engine at the beginning of the shift is maintained as it is. It is conceivable to gradually increase or decrease the actual output (or the required output) until the end of the shift based on a gradient that is set in advance based on the accelerator operation at the beginning of the shift.

As a result, the control hydraulic pressure generated in the hydraulic control device of the automatic transmission and the transmission energy input into the automatic transmission due to the unpredictable increase and decrease in the output of the engine during the shift operation. Can be prevented from increasing the shift shock due to mismatching, or the durability of the friction engagement device being reduced due to an increase in the shift time.

By the way, when the actual output of the engine is controlled so that the ideal engine output is obtained during gear shifting,
Naturally, a deviation occurs between the required output based on the accelerator operation and the actual output that is actually being generated at the end of the shift.

According to the first aspect of the present invention, the deviation is not eliminated from the end of the shift, but the end of the shift is detected, and the deviation is started before the shift is completed. ing.

As a result, the sudden increase or decrease of the engine output after the shift is reduced.
Shifting with less discomfort can be performed . According to the second aspect of the present invention, the ideal engine torque is corrected in accordance with the required engine torque during the shifting. The above object can be similarly solved by the invention described in claim 2 .

[0014]

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

FIG. 2 shows an overall outline of an automatic transmission for a vehicle to which this embodiment is applied.

This automatic transmission has a torque converter 20, an overdrive unit 40, a forward three-stage and a reverse one-stage underdrive unit 6 as its transmission unit.
0.

The torque converter 20 includes a pump 2
1, a turbine 22, a stator 23, and a lock-up clutch 24. The pump 21 is connected to the crankshaft 10 of the engine 1, and the turbine 22 is connected to a carrier 41 of the planetary gear device in the overdrive section 40.

In the overdrive section 40,
A planetary pinion 42 rotatably supported by the carrier 41 meshes with a sun gear 43 and a ring gear 44. A clutch C0 and a one-way clutch F0 are provided between the sun gear 43 and the carrier 41, and a brake B0 is provided between the sun gear 43 and the housing Hu.

The underdrive section 60 is provided with two front and rear rows as planetary gear units. This planetary gear set has a common sun gear 6.
1, ring gears 62, 63, planetary pinion 64,
65 and carriers 66 and 67.

The ring gear 44 of the overdrive section 40
Are connected to the ring gear 62 via a clutch C1. A clutch C2 is provided between the ring gear 44 and the sun gear 61. Further, the carrier 66 is connected to the ring gear 63, and the carrier 66 and the ring gear 63 are connected to an output shaft 70.

On the other hand, the carrier 67 and the housing Hu
A brake B3 and a one-way clutch F2 are provided between the sun gear 61 and the housing Hu, and a brake B2 is provided between the sun gear 61 and the housing Hu via a one-way clutch F1. Hu is provided with a brake B1.

This automatic transmission is provided with a transmission section as described above, and a throttle sensor 10 for detecting a throttle opening degree reflecting the load state of the engine 1.
0, accelerator opening sensor 101 for detecting the amount of depression of the accelerator pedal by the driver, and vehicle speed sensor 1 for detecting the vehicle speed
The electromagnetic solenoid valves S1 to S3 in the hydraulic control circuit 106 are driven and controlled by the automatic transmission control computer 104A to which a signal such as 02 has been input in accordance with a preset shift pattern, as shown in FIG. The shift control is performed by combining the engagement of each clutch, brake and the like.

In FIG. 3, a circle indicates that the clutch or the brake is engaged, and a circle indicates that the one-way clutch is engaged during driving.

In FIG. 2, reference numeral 110 denotes a shift position sensor which is operated by the driver for N, D,
An element for detecting the position of R or the like, 112 is a pattern select switch for selecting E (economical driving), P (power driving), etc. 114 is a rotational speed sensor for detecting the rotational speed of the engine. Reference numeral 116 denotes a foot brake, and 118 denotes a brake switch for detecting operation of a side brake.

In this embodiment, in addition to these input signals, the automatic transmission control computer 104A receives a signal from the C2 sensor 120 for detecting the drum rotation speed of the clutch C2 and the drum rotation speed of the clutch C0. A signal from the C0 sensor 121 for detecting Nco is also input.

The engine 1 is controlled by the engine control computer 104B in terms of fuel injection amount, ignition timing, and the like. The engine control computer 104B has an automatic transmission control computer 104A for controlling engine torque. The signal SG1 is input. The engine control computer 104B controls the engine 1 based on the command from the automatic transmission control computer 104A based on the signal SG1 so that the engine torque becomes a predetermined value.

It should be noted that a known structure for controlling the engine torque can be employed. For example, a method of controlling the ignition timing may be employed, or a configuration in which a throttle valve or a sub-throttle valve is controlled by a motor may be employed. Good.

In this embodiment, in addition to a throttle valve driven in conjunction with a normal accelerator pedal, a sub-throttle valve (not shown) driven by a motor is provided in series with the throttle valve. The opening is electronically controlled.

FIGS. 4 to 6 show a control flow executed in the above-mentioned embodiment apparatus.

First, in step 210, signals from various sensors are input. For example, an accelerator opening θ, a vehicle speed V, an engine rotation speed Ne, a select signal of a pattern select switch, and the like are input.

In step 220, it is determined whether or not a shift has been determined, that is, whether or not the current running state has crossed a threshold on a shift pattern that is set in advance according to the vehicle speed-throttle opening. If there is no shift determination, this control flow is terminated as it has nothing to do with this control.

When a shift is determined, step 230 is executed.
Then, it is determined whether or not the shift determination is an upshift. In step 240, it is determined whether or not the upshift is from the third speed to the fourth speed. In step 250, it is determined whether or not the upshift is from the second speed to the third speed. Is determined.

This control flow is substantially executed only when an upshift from the second speed to the third speed is performed.

That is, when it is determined that the shift from the second speed to the third speed is to be executed, the routine proceeds to step 260, where a signal output to that effect (switching output of the solenoid valve) is first issued. After that, in step 270, the engine speed Ne and the accelerator opening θ are read. Here, the value is read in each of the torque phases at the start of the shift.

In step 280, the calculation of the ideal engine torque Tm is executed based on the read engine speed Ne and accelerator opening θ. In this embodiment, the ideal engine torque Tm is set so as not to change during gear shifting. Note that the ideal engine torque Tm may be changed in accordance with a change in the actual accelerator opening θ within an allowable range.

In step 290, the rate of change Δθ of the accelerator opening is calculated. In step 300, it is determined whether or not the rate of change Δθ of the accelerator opening is greater than a predetermined value α. When the rate of change Δθ of the accelerator opening is larger than a predetermined value α, the control is stopped because it is predicted that the accelerator opening greatly changes during gear shifting.

This is to prevent the correction control width after the shift is completed from becoming extremely large. That is, the accelerator opening θ
If the rate of change Δθ is greater than the predetermined value α, it is considered that the driver is requesting strong acceleration. When this control is executed, the shift shock can be reduced, but the driver's intention is lost due to the lack of feeling of acceleration. Can not be executed,
In this case, the acceleration performance is emphasized even if a slight shift shock occurs.

The predetermined value α may be changed according to the running conditions (for example, the vehicle speed V, the type of shift, etc.).

In step 310, the sub-throttle valve is controlled so as to attain the calculated ideal engine torque Tm. The opening THm of this sub throttle valve is
It is a function of the engine rotation speed Ne, the accelerator opening θ, and the time t. That is, even if the accelerator opening θ changes and the required engine torque Tr changes, the opening of the sub-throttle valve is controlled so as not to be affected by the change, and the actual engine torque Te is controlled to the ideal engine torque Tm. Is what you do.

In step 320, the end of the shift is determined. This determination is made based on whether or not Nc0 ≦ N0 × i + β1 holds. Here, N0 is the output shaft 7
A rotation speed of 0 (synonymous with the signal of the vehicle speed sensor 102), i is a gear ratio at the third speed, and β1 is a constant. It should be noted that β1 may be changed in accordance with running conditions, for example, accelerator opening θ, vehicle speed V, and the like.

Until it is determined that the shift has reached the end,
A so-called loop process is performed. Eventually, when it is determined that the shift has reached the end, the routine proceeds to step 330, where the required engine torque Tr at this time is calculated from the engine rotation speed Ne and the accelerator opening θ.

In step 340, a comparison is made between the ideal engine torque Tm and the required engine torque Tr. If the difference is smaller than the predetermined value γ, the routine proceeds to step 390, where the flag F is set to 1. This flag F is a flag indicating that learning correction may be performed.

Thereafter, the routine proceeds to step 360, where the sub-throttle valve is controlled so that the actual engine torque Te becomes the required engine torque Tr.

On the other hand, if the difference between the ideal engine torque Tm and the required engine torque Tr is larger than the predetermined value γ, the routine proceeds to step 350, where the ideal engine torque Tm
m is modified to a new Tm. The way of this correction is such that the new Tm is a value such as (Tr-Tm) / 2. This is to avoid suddenly correcting the engine torque at the end of the shift.

Thereafter, the routine proceeds to step 360, where the sub-throttle valve is driven such that the actual engine torque Te becomes new Tm. In step 370, it is determined whether the inertia phase has ended. This judgment is Nc0 ≦ N
The determination is made based on whether or not 0 × i + β2 holds. Here, β2 is a constant smaller than β1.

Until it is determined that the inertia phase has ended, the flow of steps 330 to 360 is repeated. Eventually, when it is determined that the inertia phase has ended, the routine proceeds to step 380, where the required engine torque Tr obtained from the engine speed Ne and the accelerator opening θ is calculated again, and the actual engine torque Te becomes the required engine torque Tr. The sub-throttle smoothing process is executed so as to gradually approach. As a result, the engine torque starts approaching to the required engine torque Tr corresponding to the accelerator opening θ from the end of the shift (slightly before the end of the inertia phase), and the engine torque is diverged before and after the end of the inertia phase. The difference between the engine torque and the actual engine torque is eliminated.

After that, at step 410, it is determined whether or not the flag F is 1, and when it is determined that the flag F is 1, that is, the accelerator opening θ
If it is detected that there has been no change in
The shift time is detected, and a predetermined time, for example, C
2 The hydraulic pressure learning correction is executed.

Thereafter, in step 430, the flag F is reset to 0, and this flow ends. When the flag F is 0, the flow is terminated without executing the learning correction.

FIG. 7 is a diagram showing shift characteristics when the above control flow is executed.

As is apparent from the drawing, the fluctuation of the output shaft torque T0 increases as indicated by the two-dot chain line when the accelerator opening θ increases, but in this embodiment, as indicated by the broken line, The ideal engine torque Tm is kept constant for most of the shifting, and as a result, the actual engine torque Te is also kept constant. Therefore, the automatic transmission can perform the gearshift without any disturbance, so that it is possible to execute a gearshift with a small gearshift shock as specified.

Since the difference between the required engine torque Tr and the actual engine torque Te is eliminated from the end of the shift (slightly before the inertia phase), the difference is eliminated after the shift is completed. The required engine torque can be made to match the actual engine torque more smoothly and earlier than that of the engine.

[0052]

As described above, according to the present invention, the automatic transmission can execute the gear shifting with the engine output constantly being constant or gradually increasing or decreasing as planned (in other words, the automatic transmission can be executed). The shift can be executed without any disturbance), and a shift with small shift shock can be executed.

In this case, the difference between the actual engine torque generated at the end of the shift and the engine torque required by the driver (corresponding to the accelerator opening) is started to be canceled before the end of the shift. As a result, an excellent effect is obtained in which the cancellation can be performed more smoothly and the time until the engine output finally reaches the engine output corresponding to the accelerator opening can be obtained.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a skeleton diagram of an integrated control device for an automatic transmission and an engine to which an embodiment of the present invention is applied.

FIG. 3 is a diagram showing an engagement state of each friction engagement device in the automatic transmission.

FIG. 4 is a flowchart showing a control flow executed in the apparatus of the embodiment.

FIG. 5 is a control flow showing a continuation of FIG. 4;

FIG. 6 is a control flow showing a further continuation.

FIG. 7 is a diagram showing shift characteristics when the control flow is executed.

[Explanation of symbols]

 104A: automatic transmission control computer, 104B: engine control computer, θ: accelerator opening, Tr: required engine torque based on accelerator opening θ, Tm: ideal engine torque.

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Noriaki Asahara 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Takayuki Okada 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-61-112850 (JP, A) JP-A-3-9162 (JP, A) JP-A-3-9044 (JP, A) JP-A-2-308934 (JP, A) JP-A-2-75735 (JP, A) JP-A-1-257773 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F02D 29/00

Claims (3)

(57) [Claims] An integrated control device for an automatic transmission and an engine for controlling an engine output during a shift, means for obtaining a required engine torque based on an accelerator opening, and a change in the required engine torque during a shift. Suppress
Means for determining an ideal engine torque having the following characteristics: an engine torque control means for controlling the engine torque so that the actual engine torque during the gear shift becomes the ideal engine torque; a means for detecting the end of the gear shift; The engine torque control is performed so as to start eliminating the difference between the required engine torque based on the degree and the actual engine torque actually output based on the characteristic of the ideal engine torque from the end stage of the shift where the shift is not yet ended. Means for issuing a command to the means, and an integrated control device for an automatic transmission and an engine. 2. An integrated control device for an automatic transmission and an engine for controlling an engine output during a shift, comprising: means for determining a required engine torque based on an accelerator opening; and a change in the required engine torque during the shift. Suppress
Means for determining an ideal engine torque with that property, the actual engine torque during shifting, and engine torque control means for controlling the engine torque so that the ideal engine torque, provided with a, the required torque in the middle of the shift An integrated control device for an automatic transmission and an engine, wherein the ideal torque is corrected according to the following. 3. The method of claim 2, the modification of the ideal torque, automatic transmission and an integral control system for an engine, characterized in that the run when the difference between the required torque and the ideal torque is large.