JP3060600B2 - 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, and more particularly to an apparatus for integrally controlling an automatic transmission which may execute a clutch-to-clutch shift and an engine.

[0002]

BACKGROUND OF THE INVENTION In order to achieve a particular shift in an automatic transmission, it is often necessary to simultaneously engage and disengage two frictional engagement devices (a so-called clutch-to-clutch shift). In this case, if the engagement and disengagement of the friction engagement devices are not properly synchronized, the gear train of the automatic transmission instantaneously becomes rigid or neutral, and the output shaft torque drops rapidly. Or a problem such as occurrence of engine blow-up occurs.

For this reason, when such control is conventionally performed, a one-way clutch having a function substantially equivalent to the function of one of the friction engagement devices is provided to prevent such a problem from occurring. ing.

However, the method of synchronizing the respective friction engagement devices by using the one-way clutch as described above has problems such as an increase in weight and occupation of a housing space due to the provision of the one-way clutch. .

[0005] In view of the above, in recent years, the following techniques have been disclosed as techniques for satisfactorily achieving such "clutch-to-clutch shift" without using a one-way clutch. (SAE Paper 890529
).

According to this technique, when performing a so-called clutch-to-clutch shift control, one frictional engagement device is released and another frictional engagement device is engaged when a specific shift is achieved. For example, in the case of an upshift in a power-off state (a driven state in which power is transmitted from the wheel side to the engine side), first, the engine rotation speed is shifted by changing the synchronous rotation after shifting the frictional engagement device on the release side. The speed drops to near the speed, where the engagement side frictional engagement device is engaged.

[0007]

However, in practice, it is very difficult to perform the engagement on the engagement side when the engine rotation speed is near the synchronized rotation speed after shifting under various operating conditions. It is. Therefore, for example, when the engagement of the friction engagement device on the engagement side is delayed in the upshift with the power off, a so-called underlap state occurs. In such a case, if the accelerator is strongly depressed, The engine speed rapidly increases, and a so-called engine blow-up occurs.

[0008] Such a problem is caused by a problem that the underlap state is intentionally generated from the viewpoint of controllability.
In an automatic transmission configured to execute the two-clutch shift, it is inevitably likely to occur.

The present invention has been made in view of such a conventional problem, and in the case of a power-off clutch-to-clutch shift, even if an accelerator is depressed (even in an underlap state), the engine is operated. It is an object of the present invention to provide an integrated control device for an automatic transmission and an engine capable of minimizing the upflow of fuel, and to solve the above problem.

[0010]

According to the present invention, as shown in FIG. 1, the power-off clutch-to-clutch shift occurs in an automatic transmission in an apparatus for integrally controlling an automatic transmission and an engine. means for detecting whether state or not, and means for detecting an accelerator operation amount, the power
When it is detected that a state in which off clutch-to-clutch gear shift occurs, compared to the case where not detected in a state in which speed change occurs, and means for setting a low engine output characteristics with respect to the accelerator operation amount, set output characteristics to the low eye In response to this, the accelerator operation was performed during the speed change.
And a means for controlling the engine output when the engine is turned off. Also, the present invention
Set engine output characteristics lower than xel operation amount
When the change speed of the accelerator operation is lower, the same
Characteristics of lower engine output for xel operation
By setting the
To set the output characteristics more rationally
It is.

[0011]

According to the present invention, the automatic transmission is powered off.
When a clutch-to-clutch shift occurs, the engine output with respect to the accelerator operation amount is set to a lower characteristic than usual.

As a result, even if the accelerator pedal is depressed in the underlap state, it is possible to prevent the engine output from increasing linearly in response to this.
This makes it possible to prevent the engine from blowing up. In this case, if the speed of change of the accelerator opening is small,
The engine output for the same accelerator operation amount.
If you set the characteristic to a lower value,
To reduce shock in situations where shock is a concern.
Can be

[0013]

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

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

The engine 1 has an injection valve 19 by an engine control computer 7.
And the ignition timing at the distributor 20 are controlled, and an engine output corresponding to the accelerator opening (operating amount) of the accelerator pedal 22 and the engine speed is obtained.

That is, a main throttle valve 26 which opens and closes in conjunction with the movement of an accelerator pedal 22 and a motor driven by a command from the engine control computer 7 irrespective of the accelerator pedal 22 are provided in an intake pipe 24 of the engine 1. A sub-throttle valve 30, which is opened and closed in conjunction with the movement of the throttle valve 28, is arranged in series, and the function of the two throttle valves 26, 30 realizes the present invention.

More specifically, since the main throttle valve 26 is directly connected to the accelerator pedal, the accelerator operation amount and the engine output linearly correspond to each other. Can be set, so that a sub-throttle opening with intended characteristics as a whole can be obtained.

The automatic transmission 2 is controlled by the automatic transmission control computer 8 to operate the solenoid valves S1 to S1 of the hydraulic control device 3.
S3 is controlled, and as a result of the change of the oil passage in the hydraulic control device 3, the engagement state of each friction engagement device is selectively changed,
The shift speed corresponding to the vehicle speed and the accelerator opening can be obtained.

The engine control computer 7 includes an engine rotation speed detected by an engine rotation sensor 9, an intake air amount detected by an intake air amount sensor 10, and an intake air temperature sensor 1.
1, the accelerator opening by the accelerator opening sensor 12, the vehicle speed by the vehicle speed sensor 13, the engine water temperature by the engine water temperature sensor 14, the brake switch 1
5 are input.

The engine control computer 7 determines the fuel injection amount and the ignition timing based on these signals.

On the other hand, the automatic transmission control computer 8 includes the accelerator opening sensor 12 and the vehicle speed sensor 1.
3. In addition to the signals from the engine coolant temperature sensor 14, the brake switch 15, etc., the position of the shift lever by the shift position sensor 16, the pattern select switch 17
Selection pattern such as fuel-consumption-oriented traveling or power-performance-oriented traveling, a signal for permitting shift to overdrive by the overdrive switch 18, and a turbine speed sensor 2 for detecting the input shaft rotation speed of the automatic transmission.
1 and the like, and the solenoid valves S1 to S3 are turned on so that a gear corresponding to the vehicle speed and the accelerator opening is obtained.
OFF control is performed.

FIG. 3 shows a transmission section of the automatic transmission 2. This transmission unit includes a torque converter 120, an overdrive mechanism 140, and an underdrive mechanism 160.

The torque converter 120 includes the pump 1
21, a turbine 122, and a stator 123, and includes a lock-up clutch 124.

The overdrive mechanism 140 includes a planetary gear set including a sun gear 143, a planetary pinion 142 meshing with the sun gear 143, a carrier 141 supporting the planetary pinion 142, and a ring gear 144 meshing with the planetary pinion 142. Prepared,
The rotational state of the planetary gear unit is controlled by a clutch C0, a brake B0, and a one-way clutch F0.

The underdrive mechanism 160 includes a common sun gear 161, planetary pinions 164 and 165 meshing with the sun gear 161, and the planetary pinion 1.
Ring gear 1 meshing with carriers 166 and 167 supporting planet 64 and 165 and planetary pinions 164 and 165
A pair of planetary gear units 62 and 163 are provided, and the rotational state of the planetary gear unit and the connection state with the overdrive mechanism 140 are controlled by clutches C1, C2, brakes B1, B3, and one-way clutch F2. doing.

Each gear is achieved by engaging the clutches C0, C1, C2 and the brakes B0, B1, B3 as shown in FIG. 4 (indicated by a circle in FIG. 4). At this time, the one-way clutches F0 and F2 are operated (locked) at the time of driving (when power is transmitted from the engine to the wheels) at the position indicated by the mark ◎ in FIG.

Here, the shift from the second speed to the third speed is a so-called "clutch-to-clutch shift" in which the brake B1 is released and the clutch C2 is engaged.
Therefore, in this embodiment, the present invention is applied to the clutch-to-clutch shift from the second speed to the third speed when the power is off.

The control flow shown in FIG.
9 shows a flow of power-off clutch-to-clutch upshift control to a speed position.

First, in step 310, various signals are read. Specifically, for example, the accelerator opening θ, the vehicle speed V, the selected position of the pattern select switch, and the like are read.

In step 320, it is determined whether or not the current speed is the second speed. If the current gear is not the 2nd gear,
If it is not the state to apply the present invention, step 410
Then, a normal accelerator-subthrottle opening degree map A (see FIG. 6A) is set, and the process returns.

If it is the second speed, the routine proceeds to step 330, where it is determined whether or not a shift has been made, that is, whether or not a state other than the second speed has been established. If there is no gear change determination, the second speed state is maintained as it is.

When a shift is determined, the routine proceeds to step 340, where it is determined whether the shift is a power-off upshift. Whether the power is off (driven) or not is determined from the accelerator opening and the vehicle speed at that time. If the power has not been turned off, the process exits this control flow via step 410.

If it is determined that the shift is a power-off upshift from the second speed, the routine proceeds to step 350, where the timer Tm is reset and counting is started. This timer Tm is used to determine whether the automatic
To set the (special) engine output control characteristics and hydraulic control characteristics of steps 360 and 370 only during the time when the under-lap state is likely to occur, when performing the power-off clutch-to-clutch shift to the speed. belongs to.

At step 360, an accelerator-sub throttle opening map B is selected. As shown in FIG. 6B, the map B is set in three ways using the change speed Δθ of the accelerator opening θ as a parameter, and the larger the change speed Δθ of the accelerator opening θ, the larger the accelerator opening. And the sub-throttle opening are set to have linear characteristics.

This is because when the change rate Δθ of the accelerator opening θ is large, the driver can understand that a strong driving force is required at that time, so that even if a slight engine blow-up occurs, This is because the person does not feel uncomfortable, but rather can obtain better power characteristics. However, when the change rate Δθ of the accelerator opening θ is small, it is recognized that the driver does not want a large driving force, so that it is better to prevent the engine from blowing up as much as possible. This information is transmitted to the engine control computer 7 via the communication line SG4 in FIG.

At step 370, the hydraulic pressure of the automatic transmission is corrected. This is because, in general, in an automatic transmission, it is estimated that an engine output according to the map A is input at a predetermined accelerator opening, and the actual input torque Therefore, the engagement pressure is corrected in order to correct the difference. This correction may correct the line pressure, or may correct the engagement pressure by correcting the back pressure of the accumulator.

The control in steps 360 and 370 is as follows:
In step 380, the process is continued until it is determined that the timer Tm has counted up. Eventually, if it is determined that the timer Tm has reached the predetermined value Tm0, step 3
The routine proceeds to 90, where a normal map A is set for the accelerator-sub-throttle opening. Further, in step 400, the correction of the engagement pressure is also ended, and the control flow ends.

As shown in FIG. 7, from the second gear to the third gear
In the case of a power-off upshift to the second gear, brake B1
Is released and the clutch C2 is engaged. In this case, if the engagement of the clutch C2 is delayed, the area X in the figure becomes an underlap, and the transmission of power becomes very unstable (the engine blows up). Easily occur). For this reason, if the accelerator pedal is depressed at all, the engine easily blows up.

According to this embodiment, the engine output having lower characteristics is set for a specific accelerator opening during the period of X (or a period where X has a predetermined margin). Therefore, even if an underlap occurs, the engine blow-up can be minimized.

[0040]

As described above, according to the present invention, when the power-off clutch-to-clutch shift is executed, the accelerator is depressed even when an underlap condition occurs. Even if there is, an excellent effect of being able to minimize the engine blow-up can be obtained.

[Brief description of the drawings]

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

FIG. 2 is an overall schematic view of a vehicle automatic transmission and an engine to which an embodiment of the present invention is applied.

FIG. 3 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 4 is a diagram showing an engagement state of a friction engagement device of the automatic transmission.

FIG. 5 is a flowchart showing a control flow executed by the apparatus of the embodiment.

FIG. 6 is a diagram showing a characteristic example of an accelerator opening-sub-throttle opening.

FIG. 7 is a diagram showing shift transient characteristics that qualitatively show the effect of the embodiment of the present invention.

[Explanation of symbols]

 B1: disengagement side frictional engagement device, C2: engagement side frictional engagement device, 22: accelerator pedal, 26: main throttle valve, 28: motor, 30: sub throttle valve, 12: accelerator opening sensor, 13: vehicle speed Sensor.

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60K 41/04 F02D 29/02 F02D 41/04 310 F16H 61/04

Claims (2)

(57) [Claims] An apparatus for integrally controlling an automatic transmission and an engine, comprising: means for detecting whether or not a power-off clutch-to-clutch shift occurs in the automatic transmission; and means for detecting an accelerator operation amount. , when the power-off clutch-to-clutch shift is state detection occurring, compared to the case where not detected in a state where the speed change occurs, and means for setting a low engine output characteristics with respect to the accelerator operation amount, it is set to the low eye depending on the output characteristics, while the gear shift
Means for controlling engine output when an accelerator operation is performed in the automatic transmission and the engine. (2) In claim 1, Set the engine output characteristics lower than the accelerator operation amount
When the speed of change of the accelerator operation is lower, the same
Features that lower the engine output for the accelerator operation amount
Automatic transmission and engine characterized in that the transmission is set
Integrated control device.