JP3041726B2 - Output shaft torque control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output shaft torque control device for performing feedback control of output shaft torque during speed change of an automatic transmission by controlling engine torque.

[0002]

2. Description of the Related Art Heretofore, as a shift shock reduction device during shifting to a higher speed side of an automatic transmission for an automobile, a shift in shifting has been achieved by controlling the ignition timing of the engine to retard the engine torque to reduce the engine torque. There is one in which a sudden change in the machine output shaft torque is suppressed to reduce a shift shock (for example, see Japanese Patent Application No. 1-325798).

In such a conventional shift shock reducing device by retarding the ignition timing, a request for reducing the engine output torque is issued when the throttle valve opening TVO at that time is within a predetermined range during shifting. When the torque-down request is generated, the ignition timing is retarded by a preset retard amount corresponding to the throttle valve opening range to reduce the engine output shaft torque and reduce the output shaft of the automatic transmission. The torque change is suppressed.

[0004]

However, in the conventional apparatus, the ignition timing is not controlled based on the actual output shaft torque of the transmission during shifting, but the ignition timing is retarded by the throttle valve opening TVO during shifting. This is an open control method in which the angle amount is uniquely set, and the same retard amount is set in a throttle valve opening range having a certain range. Therefore, the transmission output shaft torque control accuracy during shifting is not sufficient, and the effect of reducing shift shock is not sufficient.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems. By controlling the two controls of the engine with priorities, the output shaft of the transmission can be feedback controlled with high precision. It is an object to provide a torque control device.

[0006]

Accordingly, an output shaft torque control device for an automatic transmission according to the present invention is configured to transmit engine torque to a transmission mechanism via a torque converter as shown in FIG. In an automatic transmission, operating state detecting means for detecting an operating state of the engine, gear ratio detecting means for detecting a gear ratio of the automatic transmission, an engine operating state detected at the start of a shift and a gear ratio before and after the shift. Target torque setting means for setting the target torque of the transmission output shaft after shifting based on the torque, torque detection means for detecting the torque of the transmission output shaft, and a target setting the detected torque of the transmission output shaft. Ignition timing feedback control means for feedback controlling the ignition timing of the engine so as to approach the torque,
Fuel supply cylinder number control means for stopping fuel supply to some of the cylinders in parallel with the ignition timing feedback control when the deviation between the target torque and the detected torque is equal to or more than a predetermined value.

Further, the fuel supply cylinder number control means may be configured to control so as to increase the number of fuel supply stop cylinders in a stepwise manner according to the magnitude of the deviation between the target torque and the detected torque.

[0008]

In this configuration, when a shift request is issued,
Based on the engine speed and the throttle valve opening representative of the engine load detected by the operating state detecting means, and the gear ratio before and after the shift detected by the gear ratio detecting means, the transmission output shaft of the shifted gear is determined. The target torque is set by the target torque setting means.

On the other hand, the actual torque of the transmission output shaft is detected by the torque detecting means, and the ignition timing of the engine is feedback-controlled by the ignition timing control means so that the torque approaches the target torque. When the deviation between the target torque and the detected torque is equal to or larger than a predetermined value, the fuel supply to some of the cylinders is stopped by the fuel supply cylinder number control means in addition to the ignition timing feedback control.

With this, the output shaft torque of the transmission can be linearly controlled by the ignition timing control, and when the torque deviation cannot be completely eliminated only by the ignition timing control, the fuel supply to some of the cylinders is stopped. Thus, the responsiveness of the feedback control can be favorably maintained. In this case, by controlling the number of fuel supply stop cylinders according to the magnitude of the torque deviation, it is possible to execute optimal torque feedback control for a wide range of torque deviation.

[0011]

An embodiment of the present invention will be described below with reference to the drawings. In FIG. 2 showing the configuration of this embodiment, an automatic transmission 2 is connected to the output side of the engine 1. Automatic transmission 2
Is a torque converter 3 interposed on the output side of the engine 1,
Coupling of a gear type transmission 4 connected via the torque converter 3 and various speed change elements in the gear type transmission 4
A hydraulic actuator 5 for performing a release operation. The operating oil pressure for the hydraulic actuator 5 is ON / OFF controlled through various electromagnetic valves (not shown).

The control unit 6 receives signals from various sensors. As the various sensors, a throttle sensor 8 for detecting an opening TVO of a throttle valve 7 in an intake system of the engine 1 is provided. Further, a crank angle sensor 9 is provided on the crank shaft of the engine 1 or a shaft that rotates in synchronization with the crank shaft. The signal from the crank angle sensor 9 is, for example, a pulse signal for each reference crank angle, and the engine speed N is calculated from the cycle thereof.

A vehicle speed sensor 11 for detecting a vehicle speed VSP by obtaining a rotation signal from an output shaft 10 of the automatic transmission 2 is provided. Further, a torque sensor 12 is provided as torque detecting means which is attached to the output shaft 10 of the automatic transmission 2 and detects the output shaft torque T. The control unit 6 is, for example, an integrated type including a CPU for engine control (fuel injection control and ignition timing control) and a CPU for automatic transmission control, and uses a dual port RAM accessible from both CPUs. With this configuration, data calculated by both CPUs can be shared.

The automatic transmission control CPU of the control unit 6 determines whether or not the select lever is in the D range based on the operation position signal of the select lever operated by the driver.
1st speed-according to throttle valve opening TVO and vehicle speed VSP
The shift position of the fourth speed is automatically set, and shift control for controlling the gear type transmission 4 to the shift position via the hydraulic actuator 5 is performed.

Next, the control operation of the transmission output shaft torque during the speed change according to the present embodiment will be described with reference to the flowcharts of FIGS. In this embodiment, the functions as the gear ratio detection means, the target torque setting means, the ignition timing feedback control means, and the fuel supply cylinder number control means are provided by software as shown in the flowcharts of FIGS. Have been.

First, step 1 (referred to as S1 in the figure,
In the following, the value of a control start flag F, which will be described later, is determined. If the value is 0, the process proceeds to step 2, but if the value is 1, the process proceeds to step 5 to measure the elapsed time after the start of the shift operation described later. It is determined whether or not the value of the timer T has reached a target shift time t set as described later. If it has reached, it is determined that the shift has been completed, and
After resetting the flag F to 0, the control is terminated.
If it has not reached, the routine proceeds to step 7 because the gear is being shifted, and the basic control amount RETI in the ignition timing control described later is performed.
In order to gradually increase N with the lapse of time after the start of the shifting operation,
Update with the value obtained by adding ΔRETIN (> 0).

In step 2, the start of a gear change operation (inertia phase) is determined. For example, the output shaft torque of the transmission suddenly decreases when the clutch is released at the start of the shift, and then increases sharply when the clutch is started to be engaged. If it is determined in step 2 that the shift operation has not been started, the flag F is 0 and the shift is not being performed, so this routine ends.

If it is determined in step 2 that the shift operation is to be started, the control start flag F is set to 1 in step 3 and the timer T is reset to 0, and then the routine proceeds to step 4 where the initial value of the basic control amount RETIN and Target shift time t
Set. These values are, as shown in FIG. 5, the throttle valve opening and the type of shift (first gear → second gear, second gear → third gear, etc.).
From a map in which the initial value of the basic control amount RETIN is set based on the gear ratio GR (= Ga / Gb) obtained from the pre-shift gear ratio Gb and the post-shift gear ratio Ga according to Is set.

After step 4 or step 7, the process proceeds to step 8. In step 8, the target torque TRQREF of the transmission output shaft is set. Specifically, based on the gear ratio before and after the shift and the engine speed N, the engine speed N after the shift is obtained when the vehicle speed is kept constant, and the engine speed when the throttle valve opening is also kept constant. The torque is obtained by a search from a map as shown in FIG. The gear ratio before and after the shift is obtained from the pattern of the first to fourth shift positions set according to the throttle valve opening TVO and the vehicle speed VSP. Therefore, the gear ratio detecting means is constituted by a map in which the shift position pattern is set and a search function from the map. The function of step 8 constitutes a target torque setting means.

In step 9, a deviation TRQERR between the transmission output shaft torque TRQ detected by the torque sensor 12 and the target torque TRQREF set in step 8 is set.
(= TRQ-TRQREF) is calculated. In step 10, the value CUTCYL indicating the number of cylinders for which fuel supply is stopped is reset to 0 in the fuel supply cylinder number control performed in parallel with the ignition timing control during shifting according to the present invention.

In step 11, it is determined whether or not the engine is in a high output region suitable for controlling the number of fuel supply cylinders, based on the value of the output mixture ratio correction coefficient KMR. And KMR = 0
In a region other than the high power region, the process jumps to step 15 without performing the fuel supply cylinder number control and executes the ignition timing control, but proceeds to step 12 in the high power region where KMR ≠ 0.

In step 12, the deviation TQRRRR calculated in step 9 and a predetermined reduced torque amount TRQDWN
Compare with If TQRRRR> TRQDWN, it is determined that the torque deviation is large enough to increase the number of cylinders for which fuel supply is stopped.
After counting up the value of CYL, the process proceeds to step 14, and after updating the deviation TQRRRR with a value obtained by reducing the torque amount TD1CYL estimated to decrease when the fuel supply stop cylinder is increased by 1 from the deviation TQRRRR,
Return to step 12 and perform the same judgment again. In this way, TQR
When ERR ≦ TRQDWN, the routine proceeds to step 15, where ignition timing control is executed. Here, the functions of Steps 12 to 14 constitute the fuel supply cylinder number control means.

In step 15, the control amount RETAT of the ignition timing (the retard amount) is calculated according to the following equation. _{RETAT = K p · TRQERR + K} i ∫TRQERR + K D · d / dt (TRQERR) + RETIN That is, based on the basic control amount of the feedforward component, proportional part K _p · TRQERR, integral component K _i ∫TRQE
Performing RR, and of performing feedback control correction amount obtained by adding the differential component _{K D · d / dt (TRQERR} ), this way, by the basic control amount is given, a good ignition timing control responsiveness from the shift start Thus, the shift shock can be reduced as much as possible (see FIG. 7).

On the other hand, while the output shaft torque is controlled linearly by the ignition timing control, if the torque deviation TRQERR cannot be eliminated in a short time only by the ignition timing control, the output shaft torque is adjusted according to the magnitude of the deviation TRQERR. Control to gradually increase the number of fuel supply stop cylinders
Torque feedback control can be performed with good responsiveness to a wide range of torque deviation.

Further, the basic control amount RETIN is calculated in step 7
In this case, the torque is gradually increased in accordance with an increase in the elapsed time after the shift, whereby the torque change from before the shift to after the shift is gradual, and the shift shock reduction effect can be further enhanced.
In step 16, it is determined whether or not the feedback control of the ignition timing has been executed for the first time (for example, it can be determined whether or not the control start flag F has been determined from 0 to 1).

If it is determined that it is the first time, the process proceeds to step 17, where the control amount RE set in step 15 is set.
The basic control amount RETIN stored in the map under the same condition is updated by the TAT. If it is determined to be the second time or later, step 17 is jumped to step 18
Proceed to. As described above, by learning and correcting the initial value of the basic control amount to a value corresponding to the result of the first feedback control, the correlation between the engine speed N and the target torque TRQREF shifts with the lapse of time such as the clutch friction coefficient. Even in such a case, good feedback control performance can be maintained by correcting the basic control amount.

In step 18, the supply of fuel to the number of cylinders indicated by CUTCYL is stopped. However, when it is 0, there is no fuel supply stop cylinder. That is, the ignition timing control is executed prior to the fuel supply cylinder number control. In step 19, the control amount RETA set in step 15 is set.
The ignition timing is retarded only by T.

Here, the functions of step 9, step 15, and step 19 constitute ignition timing feedback control means.

[0029]

As described above, according to the present invention, when the engine torque is controlled so that the transmission output shaft torque approaches the target value at the time of shifting, ignition timing feedback control is performed to linearly control the output shaft torque. While performing high-precision control by changing to the above, even when the torque deviation is large, by performing the control to stop the fuel supply to some cylinders in parallel, it is possible to perform feedback control with good responsiveness from the beginning of the shift, Shift shock reduction effect can be enhanced.

Further, by performing control to increase the number of cylinders for stopping the fuel supply stepwise according to the torque deviation, it is possible to cope with a wide range of torque deviation, thereby reducing shift shock as much as possible under all shift conditions. The effect can be enhanced.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of the present invention.

FIG. 2 is an overall system configuration diagram of an embodiment of the present invention.

FIG. 3 is a flowchart of a torque control routine of the embodiment.

FIG. 4 is a flowchart of a torque control routine of the embodiment.

FIG. 5 is a map of a basic control amount of an ignition timing according to the embodiment.

FIG. 6 is a view for explaining setting of a target torque in the embodiment.

FIG. 7 is a time chart showing characteristics at the time of shifting in the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Torque converter 6 Control unit 8 Throttle sensor 9 Crank angle sensor 10 Transmission output shaft 12 Torque sensor

────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI F02D 43/00 301 F02D 43/00 301B 301H 45/00 330 45/00 330 F02P 5/15 F16H 61/04 F16H 61/04 F02P 5/15 B // F16H 63:40 (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 17/02 F02D 29/00 F02D 41/02 F02D 43/00 F02D 45/00 F02P 5/15

Claims (2)

(57) [Claims] 1. An automatic transmission configured to transmit an engine torque to a transmission mechanism via a torque converter, an operating state detecting means for detecting an operating state of the engine, and a gear ratio of the automatic transmission before and after shifting. Gear ratio detecting means for detecting a gear ratio, a target torque setting means for setting a target torque of the transmission output shaft after the gear shift based on the engine operating state detected at the start of the gear shift and the gear ratio before and after the gear shift, and a transmission output Torque detection means for detecting the torque of the shaft, ignition timing feedback control means for performing feedback control of the ignition timing of the engine so that the detected torque of the output shaft of the transmission approaches the set target torque, and detecting the target torque. Fuel supply cylinder number control means for stopping fuel supply to some of the cylinders in parallel with the ignition timing feedback control when the deviation from the torque is equal to or more than a predetermined value; Output shaft torque control system for an automatic transmission which is characterized by being configured comprise. 2. The fuel supply cylinder number control means controls so as to increase the number of fuel supply stop cylinders in a stepwise manner according to the magnitude of a deviation between the target torque and the detected torque. 2. The output shaft torque control device for an automatic transmission according to claim 1.