JP3070536B2 - Control system for vehicle engine and 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 a control device for an engine and an automatic transmission in a vehicle, and more particularly to an improvement in an automatic transmission control suitable for an electronically controlled throttle.

[0002]

2. Description of the Related Art There is known an engine system in which an engine throttle of a vehicle is an electronically controlled throttle (electrically controlled throttle) which can be electrically controlled.

[0003]

With the electronically controlled throttle,
The throttle valve opening / closing control (engine intake air amount control, and therefore engine control) corresponding to the accelerator pedal opening signal (accelerator opening signal) operated by the driver can be performed by the controller and the actuator. Also, under the control of the controller (throttle control system), the actuator (throttle actuator) automatically controls the opening and closing of the valve so as to attain a required target valve opening, thereby enabling various control of the vehicle. Is also possible.
For example, auto-cruise control or acceleration / deceleration control by engine output control can follow the preceding vehicle and maintain a constant inter-vehicle distance so that the vehicle can run while following, and other vehicle controls can be diversified.

[0004] Therefore, as compared with a configuration conventionally used as a general throttle system (engine throttle system), that is, a configuration in which an accelerator pedal and an engine throttle are directly connected by a wire or the like, it is more flexible. It has an advantageous aspect such as increased responsiveness and responsiveness, etc., and is apt to be used and utilized to tend to be introduced into vehicles.

On the other hand, in a vehicle equipped with a transmission having a control parameter of an accelerator opening signal (accelerator signal), the transmission is controlled by an accelerator pedal sensor using the accelerator opening signal. Can be. In a vehicle equipped with an automatic transmission (A / T vehicle) that automatically shifts to a selected gear according to the accelerator opening and the vehicle speed, a shift schedule (accelerator) defined in advance corresponding to the accelerator opening and the vehicle speed is set. In accordance with the opening degree-vehicle speed shift map), the shift control is executed based on the accelerator opening detected by the accelerator pedal opening sensor and the vehicle speed detected by the vehicle speed sensor.

Here, for example, when an engine with an electronically controlled throttle as described above is introduced and mounted in such a vehicle equipped with an automatic transmission, the following points are considered based on the considerations of the present inventor. Can point out.

(A) Conventionally, in an automatic transmission of an A / T vehicle, an accelerator pedal operation sensor which detects an accelerator pedal operation directly indicating a driver's driving intention in relation to an installed engine. From the accelerator pedal signal (=
Based on the throttle signal (throttle valve opening signal), the movement of the engine torque is predicted, various A / T controls are tuned, and an optimal design is taken to take the timing of the shift control.

(B) However, with the use of an electronically controlled throttle, in the case of an engine with an electronically controlled throttle, the relationship between the accelerator operation and the generation of engine torque is controlled by the actuator control based on the accelerator opening signal. Is calculated, and as a result of driving the actuator, a target torque is generated (FIG. 3). Here, FIG. 3 is a diagram which is also referred to in the embodiment of the present invention, which will be described later. Each of the case (a) using the electronically controlled throttle and the case (b) using the conventional engine not using the electronically controlled throttle, respectively. The relationship up to the generation of torque is shown.

(C) Therefore, in the case of an engine having an electronically controlled throttle, as a result, the response of the torque is delayed from that of the related art during the period from the operation of the accelerator to the generation of the torque. Therefore, for example, the engine torque and A
Paying attention to the timing of the / T shift control, the engine torque and the timing of the A / T shift control are different from those in the related art, and this may lead to deterioration of the shift shock performance and the like.

(D) Desirably, there is no such disadvantage, and the shift shock performance is not degraded, and this can be avoided. The transmission shock can be easily, easily, and effectively achieved even when an automatic transmission that performs transmission control such as shift control by an accelerator opening sensor is installed as the transmission to which transmission and input are performed. What you can do.

(E) Further, as described above, if the response of the engine torque is delayed, the know-how accumulated by performing the fine-tuned timing in various shift scenes in the conventional engine cannot be used, and all shift scenes cannot be used. On the other hand, it is necessary to perform the detailed tuning work again.

(F) Therefore, it is more desirable that good shifting performance can be realized without such disadvantages and inconveniences without newly designing and tuning shift control. That is, it is possible to apply the tuning know-how as it is.

The present invention has been made in view of the foregoing and based on the following considerations, and has been sought to make improvements and improvements in these respects. The present invention relates to a transmission control system in accordance with an accelerator pedal opening signal. It is an object of the present invention to provide a control device which is suitable when an engine using an electronically controlled throttle is mounted on a vehicle equipped with an automatic transmission and executes the above, and which can appropriately realize the above. The engine mounted on the vehicle is an engine with an electronically controlled throttle, and the mounted automatic transmission is
In the case of an automatic transmission that performs shift point control and displacement control using an accelerator pedal opening sensor, it is intended to realize simple, easy, and effective automatic transmission control with improved electronically controlled throttle. is there.

[0014]

According to the present invention, there is provided a control system for an engine / automatic transmission of a vehicle as described below. That is, the present invention provides an electronically controlled throttle device that can control the throttle valve with an actuator based on the accelerator pedal opening signal from the accelerator pedal sensor, and based on the signal from the accelerator pedal sensor. An engine having an electronically controlled throttle device including a motor for opening and closing a throttle valve, the engine controlled by the electronically controlled throttle device, and an engine controlled by the electronically controlled throttle device. An automatic transmission in which transmission control is performed according to an accelerator pedal opening signal from the accelerator pedal sensor; and an engine torque from an accelerator pedal operation on the engine control side. For a predetermined set time corresponding to the response delay time until the occurrence, the accelerator pedal opening degree Further comprising a first means for applying to the transmission control signal is delayed from and is characterized in.

Further, in the above, the set time to be delayed is set to a sum of a calculation time by the calculation means and a driving time of the motor.

Further, the delay is performed by storing sampling data of a predetermined cycle obtained by A / D conversion of a signal from the accelerator pedal opening sensor in a memory, and reading the data from the memory after a set time. It is characterized by the following. Further, the transmission control includes a shift control. Further, the transmission control includes a shift point control and a capacity control.

[0017]

According to the present invention, according to the above configuration, the timing of transmission control using the accelerator pedal opening signal as a control parameter is controlled from the accelerator pedal operation on the engine side using the electronically controlled throttle to the generation of engine torque. The delay can be delayed in accordance with the response delay (increase of the response delay time due to the use of the electronically controlled throttle), and the unmatch of the time delay between these can be eliminated, so that the engine torque and the timing of the shift control change. In addition to avoiding problems such as deterioration of shift shock performance, the tuning know-how cultivated in the conventional engine system can be applied as it is. Therefore, it is possible to realize the same shift performance as the conventional one without newly designing and tuning the shift control, and moreover, it is possible to achieve this simply, easily and effectively.

In this case, preferably, the set time to be delayed is calculated by a calculating means for calculating the control amount of the actuator based on a signal from the accelerator pedal opening sensor. And the driving time of the motor for opening and closing the throttle valve of the actuator. In this case, in addition to the above, the unmatch is adjusted in accordance with both the time for the calculation by the calculation means in the electronically controlled throttle device to be used and the time for driving the motor of the actuator to be used. Can be appropriately delayed to be resolved.

Further, according to the present invention, the delay is stored in a memory by storing sampling data of a predetermined period obtained by A / D converting a signal from an accelerator pedal opening sensor. In addition, the configuration can be suitably implemented by reading from the memory after the set time, and similarly, the same as the above can be realized. Furthermore, in this case, while having a simple configuration,
It can be very effective and very effective.

The aspect of the transmission control in accordance with the accelerator pedal opening signal is that the present invention can be suitably implemented as a configuration for executing the shift control as an object. Can be realized. In this case, in addition to this, in addition to the above, good shift performance can be realized, and deterioration of shift shock performance can be reliably, easily, and effectively avoided. Also,
In the case of the transmission control mode according to the accelerator pedal opening signal according to the fifth aspect, the present invention can be suitably implemented as a configuration that executes the shift point control and the capacity control of the friction element in the transmission. . In this case, in this case, in addition to the above, good shift point control can be realized,
Shift point data in automatic shifting is set in advance by the accelerator opening from an accelerator pedal opening sensor.
It is possible to reliably and easily and effectively avoid the deterioration of the shift shock performance at the time of shifting even with a transmission such as a high-speed or fourth-speed transmission, and appropriately control the capacity of a friction element in the transmission. Can be.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram according to an embodiment of the present invention. In the figure, reference numeral 1 denotes an electronically controlled engine, for example, an electronically controlled fuel injection type engine, reference numeral 2 denotes an electronically controlled automatic transmission, and reference numeral 2a denotes a torque converter as a fluid coupling inserted into a transmission system.

The engine 1 is based on an engine system having a device for electronically controlling a throttle valve.
The automatic transmission 2 to which the power from the engine 1 is input,
In this embodiment, a stepped automatic transmission (for example, a three-speed A / T) that is controlled to shift according to an accelerator pedal opening signal (accelerator pedal signal) and a vehicle speed signal is used.

In the intake passage 3 (intake pipe) of the engine 1,
A throttle valve 4 (electrically controlled throttle) that can be controlled by a controller is provided. This can be achieved by the electronically controlled throttle device 10 whose valve opening (TVO) can be controlled by the throttle actuator based on the opening information of the accelerator pedal 5.

Here, the throttle actuator for controlling the opening and closing of the throttle valve 4 to adjust and control the intake air amount of the engine includes, for example, a throttle motor 6 driven and controlled by energization. Can be. Basically, here, the motor drive circuit 9
The motor 6 is driven, and its rotation is transmitted to the throttle valve 4 via a reduction gear mechanism or the like to rotate it.
In this throttle control function, the throttle valve 4 is controlled using an accelerator pedal opening signal and a throttle valve opening signal. Normally, the throttle motor 6 is controlled based on the opening information of the accelerator pedal 5 to control the accelerator pedal. A 1: 1 relationship between the opening and the throttle valve opening is realized.

In this example, the electronically controlled throttle system is provided as a response to, for example, a malfunction of the electronically controlled throttle system.
Under a certain condition, the throttle valve 4 is mechanically forcibly opened by rotating the drum 7 disposed in the throttle chamber through the throttle wire 8 to rotate the throttle valve shaft. It is provided in. With such a configuration,
If the motor 6 fails, the throttle valve 4 can be operated in such a manner that the operation of the accelerator pedal 5 is directly linked to the opening and closing of the throttle valve regardless of the system from the controller to the motor drive circuit 9 to the throttle motor 6. .

FIG. 4 illustrates one embodiment of the present invention. Here, a preferred example of the operation mechanism at the time of limp home is shown. In addition, although this has a structure in which the drum 7 (FIG. 1) attached to the engine 1 is actually rotated, the drawing is developed on a plane for easy understanding.

As shown in the developed plan view of the operating mechanism in FIG.
The mechanism 40 includes, as constituent elements, an accelerator pedal wire 8, an accelerator shaft 41, an accelerator shaft return spring 42, an accelerator upper stopper 43, an accelerator lower stopper 44, and an accelerator position sensor (A
PS) 45. One end of the accelerator pedal wire 8 is connected to the accelerator pedal 5 operated by the driver. The accelerator position sensor 45 functions as an accelerator sensor (accelerator opening sensor) for detecting an accelerator pedal opening based on, for example, an output voltage of a potentiometer, and can be provided in association with the accelerator shaft 41 (note that the accelerator pedal sensor 41 is an accelerator pedal sensor). This can be provided as a stroke sensor 45 '(FIG. 1) for the accelerator pedal 5.)

Further, a default & limp home link 51 for setting a limp home dead zone (points A to B) between the accelerator shaft 41 and the accelerator shaft 41, a throttle return spring 52, a default spring 53, a throttle upper limit stopper 54, and a default It has an adjusting screw 55. Further, a throttle shaft 56, a throttle gear 57, an intermediate gear 58, and a throttle position sensor (TPS) 59 are provided.

In this case, the driving force of the throttle motor 6 for the electronically controlled throttle is controlled by the intermediate gear 58 and the throttle gear 5.
7 to the throttle shaft 56. The throttle shaft 56 acts on the link 51 for the default and limp home, and both of them 51,
A default spring 53 is interposed between 56. The throttle position sensor 59 functions as a throttle sensor (throttle valve opening sensor) that detects a throttle valve opening based on, for example, an output voltage of a potentiometer, and can be provided in association with the throttle shaft 56.

[Normal Use of Electronically Controlled Throttle (Normal Operation)] Based on the opening of the accelerator pedal 5, the opening of the throttle valve 4 corresponds to the accelerator pedal opening and the throttle valve opening in a one-to-one correspondence. When the electric throttle system is normal, when the accelerator pedal 5 is depressed, the accelerator pedal wire 8 is pulled against the force of the accelerator shaft return spring 42 and the accelerator pedal wire 8 41 moves from point A (accelerator lower limit stopper position) to point C (accelerator upper limit stopper position) in FIG.

At this time, the throttle valve 4 is opened such that the accelerator position sensor (APS) 45 for detecting the accelerator pedal opening signal and the throttle position sensor (TPS) 59 for detecting the throttle valve opening signal are the same. In this case, the throttle position sensor (TP
S) Using the signal from 59 as feedback information, the throttle control system calculates a target value for actuator control based on the accelerator pedal opening signal, calculates a control amount, and controls the motor drive circuit 9. By giving an instruction, the throttle motor 6 can be driven to operate the throttle valve 4. As described above, while the throttle valve 4 follows the accelerator pedal operation indicating the driver's driving intention through the electronically controlled throttle device 10, the throttle shaft 56 and the default & limp home link 51 are connected by the throttle motor 6 by the throttle motor 6. The throttle valve 4 in the throttle body 70 is pushed open as a result of the movement similar to that of the accelerator shaft 41. Therefore, the accelerator shaft 41 and the default & limp home link 51 do not interfere during normal use of the electronically controlled throttle (normal operation).

[When the electronically controlled throttle is not used (when the motor is stopped)] On the other hand, in the case of an operation failure, in this example, the range of AB in FIG. 4 is a dead zone, but the range of B to C exceeds the dead zone. Is the limp home operating range. When the throttle motor 6 stops, the throttle shaft 56 and the default & limp home link 51 are not moved by the throttle motor 6. Therefore, the throttle valve 4 is not opened in the throttle actuator control system of the electronically controlled throttle system.

However, also at this time, when the driver steps on the accelerator pedal 5, the accelerator shaft 41 is moved from the point A to the point C in FIG. During this time, from the point B on the way, the default & limp home link 51 is moved by the force of the throttle return spring 52 (return force acting in the throttle closing direction).
4 and stops at the point C (accelerator upper limit stopper position) together with the link 51. With the movement of the default & limp home link 51, the throttle shaft 56 is pulled to the left in FIG. 4 via the default spring 57, and as a result, the throttle valve 4 is opened (the motor 6 is forced by the throttle shaft 56). It is pulled and moves).

As described above, even when the operation of the electronically controlled throttle fails, if the driver steps on the accelerator pedal 5 more than a certain opening (in this example, the opening corresponding to the dead zones A to B). The throttle valve 4 can be forcibly opened and closed by an accelerator pedal wire 8 so that the throttle valve 4 is opened. When such a configuration is adopted, the throttle valve 4 on the throttle actuator side is usually included, including the case of the throttle valve opening control for vehicle control as described above.
At the time of limp home when the motor 6 is stopped, a mechanism that reliably realizes the limp home function with a mechanical link can be easily obtained without hindering the opening / closing operation. In this embodiment, the throttle valve 4 can be opened and closed directly by the above-described operation mechanism, and the engine intake air amount can be reduced by the engine 1.
Can be given to drive.

The torque generated by the engine is transmitted to the transmission and transmitted to the drive wheels. Here, Engine 1
The automatic transmission 2 which receives the rotational power of the above through the torque converter 2a, changes the input rotation at a gear ratio corresponding to the selected shift speed, transmits the rotation to the output shaft 21, and transmits the rotation to the drive wheels via the differential gear. Drive the vehicle.

In the present embodiment, the engine 1 with the electronically controlled throttle and the automatic transmission 2 are respectively a controller 31 (engine ECU) as an engine control unit for engine control and an A / T as an A / T control unit for automatic transmission control. / T controller 32.

The engine controller 31 performs fuel injection control and other engine control for the fuel injection valve in order to supply fuel so as to optimize fuel efficiency and exhaust gas characteristics based on engine operating parameters such as engine speed information. In addition to the execution, here, the controller 31 also functions as a controller having a throttle control function of controlling the opening of the throttle valve 4. Therefore, in this embodiment, the control system for calculating the control amount of the throttle actuator and the like includes a part of the controller 31, but a throttle controller having a throttle control function may be separately provided.

In the throttle control function, the throttle valve 4 can be controlled by using the accelerator pedal opening signal and the throttle valve opening signal as described above. The throttle motor 6 is controlled based on this to realize a 1: 1 correspondence between the accelerator pedal opening and the throttle valve opening. Further, with the 1: 1 relationship as the center, to achieve the target engine torque characteristics, the throttle motor 6
, The opening of the throttle valve 4 is also controlled. Therefore, for example, if the vehicle control such as auto-cruise and follow-up driving described above is incorporated, in order to automatically accelerate the vehicle when executing such vehicle control,
Alternatively, in order to decelerate, the controller 31 sets the opening of the electronically controlled throttle to the target throttle valve opening set by the vehicle control in such a controllable region based on input information necessary for the vehicle control. Thus, the throttle motor 6 can be controlled so as to perform the control as described above.

A signal (line L1) from an accelerator sensor 45 for detecting the accelerator pedal opening and a signal from a throttle sensor 59 for detecting the throttle valve opening are input to the engine controller 31, and the vehicle speed (VSP) is also inputted. , A signal from the vehicle speed sensor 35 for detecting the engine speed, information such as the engine speed, and other information.

The engine controller 31 includes a microcomputer, and has an input detection circuit having functions of shaping input signal waveforms from various sensors and the like and A / D converting an analog signal value to a digital signal value. , An arithmetic processing circuit (CPU), an engine control program executed by the arithmetic processing circuit, a throttle valve opening control program based on an accelerator pedal opening, and a throttle valve opening control for controlling a vehicle such as following running. A storage circuit (RAM, ROM) for storing various control programs such as programs, and calculation results and other information;
It comprises an output circuit for transmitting control signals for driving the injectors for the fuel injectors, a control signal for a motor drive circuit 9 for driving the throttle motor 6, and the like. Here, the engine controller 31 is connected to the data transmission paths 37, 3
8 and is communicably connected to the A / T controller 32.

The automatic transmission 2 includes a torque converter 2a,
It has a control valve 22 in addition to each friction element such as a speed change mechanism and a clutch / brake (band brake).
The control valve 22 is provided with a shift control hydraulic circuit and includes first and second shift solenoids, other solenoids such as a line pressure solenoid, and a lock-up solenoid. These solenoids are controlled by an A / T controller 32, which includes:
A signal (line L2) from an accelerator sensor 45 for detecting an accelerator pedal opening, a signal from a vehicle speed sensor 35 for detecting a vehicle speed (VSP), and other information are input.

The A / T controller 32 includes a microcomputer, and has functions of shaping input signal waveforms from various sensors and the like and performing A / D conversion from an analog signal value to a digital signal value. Circuit, arithmetic processing circuit (CPU), shift point control (shift control) program executed by the arithmetic processing circuit, ON / O of lock-up clutch (friction element) of torque converter 2a
Various control programs such as lock-up control (including slip control) programs by FF, basic transmission control such as a line pressure control program during shifting and non-shifting, and various control programs such as other controls, and calculation results and other information. It can be composed of a storage circuit (RAM, ROM) for storing and storing, an output circuit for sending a control signal S for driving to a shift solenoid of the control valve 22 and the like. Basic transmission control can include capacity control of various friction elements in the automatic transmission 2.

The shift control of the automatic transmission 2 in this embodiment is performed based on input information of an accelerator pedal opening and a vehicle speed obtained by detecting an accelerator pedal operation which directly indicates a driver's driving intention. This can be done as follows. The automatic transmission 2 has a shift schedule for performing a shift control based on the accelerator pedal opening and the vehicle speed. At the time of the shift control, a shift speed is selected from the information according to the shift schedule, and the shift speed is set. The shift solenoid is turned ON and OFF to perform a predetermined shift, that is, the three-speed automatic transmission 2 of the present embodiment shifts to the first, second, and third selected gears.

Here, the shift schedule to be applied is as follows:
Even if the installed engine is the engine 1 with the electronically controlled throttle, at the same accelerator pedal opening, as the vehicle speed increases, the vehicle shifts up to the upper gear, and the accelerator pedal opening is large. The conventional engine (an engine without an electronically controlled throttle (Fig. 3
(B)) The shift schedule itself, which is designed and tuned for the timing and the like of the shift control, may be used. Basically, the shift control based on the shift schedule is performed by the A / T controller 32 using the shift line characteristic data set in advance by the accelerator pedal opening and the vehicle speed as the shift control parameters. The optimal shift speed is determined and determined based on the accelerator pedal opening signal and the vehicle speed signal to be input to the control valve 2 at a required timing optimized so that the shift speed is selected.
2 is given a combination of ON and OFF of the shift solenoid (shift instruction (S)), the ON and OFF of the solenoid is given.
In accordance with F, the control valve 22 supplies the hydraulic pressure adjusted by the line pressure solenoid to the selected friction element as an operating oil pressure (an engagement pressure), and under an optimal engagement capacity,
The operation (release / engagement) of the friction element allows the automatic transmission 2 to select the optimum gear position, thereby executing gear shift control. Such shift characteristics can be realized by storing map data (shift point data) corresponding to the shift schedule in a storage circuit of the A / T controller 32 in advance.

Furthermore, in this embodiment, the accelerator pedal opening information used for such control includes the operation of the accelerator pedal 5 on the control side of the engine 1 having the electronically controlled throttle device 10 and the engine torque. A signal (accelerator pedal opening sensor output) from the accelerator pedal opening sensor 45 is delayed on the automatic transmission 2 side for a predetermined set time corresponding to a response delay time until the occurrence of the response delay time, and the signal is transmitted to the transmission side. Apply to control. Here, on the engine 1 side, when the electronically controlled throttle is used (the above-mentioned [when the electronically controlled throttle is normally used (when normal)]), the controller 31 which also has a throttle control function controls the actuator based on the accelerator pedal opening signal. Is executed to control the throttle actuator to drive the throttle valve 4 to rotate the throttle valve 4. In this case, the target control amount which has not been conventionally provided between the start of accelerator operation and the generation of torque is obtained. Since the calculation time and the dead time for driving the actuator occur, and the response of the torque is delayed as compared with the related art, the following processing is added here based on this.

That is, the start of the A / T control is delayed by an increment of the response delay time between the accelerator operation and the engine torque generation in the electronically controlled throttle with respect to the response time of the accelerator operation and the engine torque generation in the conventional engine. In other words, a delay timer is set for the input signal of the accelerator pedal opening sensor of the A / T, and the start timing of the A / T control is delayed according to the response delay of the engine, so that the time delay between them is unmatched. To eliminate
As a result, the improvements and improvements from the viewpoints discussed in (A) to (F) at the beginning of the specification are successfully realized. The shift control by the automatic transmission 2 is also possible in the shift control based on the shift schedule as described above (a shift schedule in which the timing and the like of the shift control are designed and tuned for an engine that does not use an electronically controlled throttle). And the time delay unmatch of the engine torque of the engine 1 with the electronically controlled throttle is eliminated, so that the problem such as the deterioration of the shift shock performance caused by the change of the engine torque and the timing of the shift control can be avoided, The tuning know-how cultivated in the engine system can be applied as it is.
Therefore, it is possible to realize the same shift performance as the conventional one without newly designing or tuning the shift control, and this can be realized simply, easily and effectively.

The setting of the delay timer to the input signal of the accelerator pedal opening sensor is preferably such that the delay corresponding to the calculation time in the calculation processing for the throttle actuator control in the engine controller 31 and the throttle motor 6 are set. Is set in accordance with the time corresponding to the sum of the delay corresponding to the drive time of.

Hereinafter, a specific preferred example will be described with reference to FIGS. In the present embodiment, as shown in FIG. 3, the case of using the electronically controlled throttle shown in FIG. 3A and the case of using the electronically controlled throttle not used (conventional engine) in FIG. Estimate the difference between the response time from pedal operation (throttle valve opening / closing is directly connected) to engine torque generation and the response time from electronically controlled throttle to engine torque generation.

FIG. 3 also shows numerical values of one specific example of the estimation example. Compared to the conventional case, in the case of FIG. 3A, the control amount calculation time (for example, 50 msec) and the throttle motor drive time (for example, the throttle motor drive time) in the throttle control system ECU (in this example, the engine controller 31 corresponds). , 50 msec). Here, the calculation time of the ECU is a time including A / D conversion of an input signal, calculation of a target value, calculation of a control amount, and output of an instruction value. The drive time of the throttle motor (6) is defined as the time when the indicated value of the motor current comes, the current flows to the throttle motor (6) via the motor current drive circuit (9), and the throttle motor (6) It is the so-called dead time of the actuator until it starts moving. Also, according to the inventor's consideration, they are almost constant regardless of the movement of the accelerator.

Next, the specific method and configuration shown in FIG. 2 are based on the recognition of such points, and the time required for the arithmetic processing in the electronically controlled throttle device (10) to be used and the time to be used. In accordance with both factors of the time for driving the motor (6) of the actuator and the time required to drive the motor (6), it is possible to appropriately delay the above-described mismatch so as to eliminate the above-mentioned mismatch, and to achieve a great effect with a simple configuration. Can be very effective.

FIG. 2 shows a specific example suitable for automatic transmission control compatible with an electronically controlled throttle, in which a delay timer is set to an input signal of an accelerator pedal opening sensor 45. Here, the control flow of the automatic transmission corresponding to the electronically controlled throttle specifically targets the shift control (A / T shift control) of the automatic transmission 2.
Needless to say, the transmission control may include the control of the capacity of the friction element in addition to the above.
It can be realized by a similar method. 2, reference numeral 101 denotes an accelerator pedal operation (5) by a driver, and 102 denotes an accelerator pedal opening sensor (4).
5) Output, 110 is an operation block for throttle control on the engine controller 31 (engine ECU) side, 111 is actuator operation in the electronically controlled throttle device (10), 112 is engine torque generation in the engine 1, Reference numeral 120 denotes the automatic transmission 2
A / T control block by the A / T controller 32 (A / T control unit) on the side.

The operation block 110 includes an A / D conversion 110a of the accelerator pedal opening signal, an actuator control amount operation 110b, and a control amount output 110c. It is executed based on the control program. The throttle actuator operation 111 is performed by generating a current in the motor drive circuit 9 (111a) and driving the throttle motor 6 (111a).
b), the contents of opening and closing the throttle valve 4 (111c). On the other hand, the A / T control block 120 includes an A / D converter 120a for the accelerator pedal opening signal and an A / T shift control 120d, as shown in FIG. , Which is executed based on a control program of the A / T controller 32. The control program is stored in a storage circuit of the A / T controller 32 in advance.
A memory for the process of 0b is also set in the storage circuit.

Here, taking the case of such a configuration as an example,
The explanation will proceed further. The output of the accelerator pedal opening sensor 45 is input to the conventional A / T control block to perform A / D conversion (120).
a) Thereafter, a process of storing the digital data value in the memory (120b) is provided. Here, this is because the signal from the accelerator pedal position sensor 45 is A / D
This is because sampling data of a predetermined cycle obtained by conversion is stored in a memory and read out from the memory after a predetermined setting time, thereby delaying the setting time. The sampling is performed, for example, every 20 msec. However, in order to improve the accuracy and the like, a shorter sampling period, for example, 10 msec.
On the other hand, from the viewpoint of reducing the memory capacity used in the storage circuit, a longer sampling period may be used.

As described above, after the data is stored in the memory, the data is read out from the memory after the set time (12).
0c), thus the read data (A / D conversion sampling data for the accelerator pedal opening signal)
Is used for the subsequent A / T control (120d). Here, it is read as the shift control parameter of the A / T shift control (120d) and applied to the shift control program. Here, the above-mentioned set time is the EC time obtained in FIG.
It is the total value of U operation time and actuator dead time,
It is almost constant regardless of the operating conditions.

In this example, as described above, the ECU calculation time is 50 msec, and the actuator dead time is 50 ms.
ec, the set time is set to 100 msec corresponding to the sum of the respective delay times. Therefore, if the sampling cycle is every 20 msec, it is necessary to set the delay time to 10 msec from the current time.
It is sufficient to sequentially read out the stored data values every five sampling periods from the memory so as to obtain the data before 0 msec (120c). Similarly, when the sampling period is every 10 msec, read the data so as to obtain the data 100 msec before. I just need to get it In the case where the ECU calculation time and the actuator dead time vary as individual differences depending on the calculation means and actuator used, for example, there is a variation of 40 msec to 60 msec, and the total value has a variation of 80 msec to 120 msec. In this case, when the sampling period is 20 msec, it is preferable to set the set time to a relatively large 120 msec.

As described above, while the output value of the accelerator opening sensor 45 is stored in the A / T controller 32, one of the engine controllers 31 executes a predetermined program, that is, the accelerator opening degree. The A / D conversion of the output of the sensor 45, the calculation of the actuator control amount, the processing of the control amount output (110a to 110c) are performed, and the signal is received by the electronically controlled throttle device 10, and the motor drive circuit current generation to the motor drive Start (111
a, 111b).

As a result, after the above-mentioned set time has elapsed in the A / T controller 32, the A / T control (here, the shift control (12
0d)) The start timing and the timing at which the throttle valve 4 starts opening and closing (111c), and as a result, the engine torque is generated (112) are determined by the A / T control and the engine torque of the throttle valve of the conventional engine. The timing is equal to the timing, and the design value tuned by the conventional A / T (in the present embodiment, the design value is used as described above) is also used in the engine 1 with the electronically controlled throttle.
It can be applied as it is.

Therefore, in the control of the engine 1 and the automatic transmission 2 in this embodiment, the engine torque and the A / T
It is possible to avoid the situation where the shift control timing changes and the shift shock performance deteriorates, and in the conventional engine, in various shift scenes, detailed timing tuning is performed and the accumulated know-how cannot be used. The tuning know-how cultivated in the conventional engine system can be applied as it is without re-doing the detailed tuning work again for the shift scene. Therefore, the engine 1 of this embodiment
In the control of the automatic transmission 2, the same shift performance as that of the related art can be realized without newly designing or tuning the shift control.

The present invention is not limited to the above embodiment. For example, the automatic transmission is a three-speed automatic transmission, but the automatic transmission to be applied is not limited to this. In addition, other stepped automatic transmissions may be used, and of course, for example, a continuously variable transmission such as a toroidal type is also applicable.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a configuration of an embodiment of the present invention.

FIG. 2 is an A / T compatible with an electronically controlled throttle applicable to the same example.
FIG. 9 is a diagram provided for describing an example of a control flow.

FIG. 3 is a diagram for explaining a delay time (difference from a conventional engine) until a torque is generated, and is a diagram illustrating a case of an electrically controlled throttle (a) and a case of a conventional engine (b).

FIG. 4 is a developed plan view showing an example of an operation mechanism when the electronically controlled throttle is normally used and when the electronically controlled throttle is not used (during limp home).

[Explanation of symbols]

Reference Signs List 1 engine 2 automatic transmission 2a torque converter 3 intake passage (intake pipe) 4 throttle valve (throttle valve) 5 accelerator pedal 6 throttle motor 7 drum 8 accelerator pedal wire 9 motor drive circuit 10 electronically controlled throttle device 21 output shaft 22 control Valve 31 Engine controller (engine ECU) 32 Automatic transmission controller (A / TECU) 35 Vehicle speed sensor 37, 38 Data transmission path 40 Throttle operation mechanism 41 Accel shaft 42 Accel shaft return spring 43 Accelerator upper limit stopper 44 Accelerator lower limit stopper 45 Accelerator position Sensor (APS) (accelerator opening sensor) 45 'accelerator stroke sensor (accelerator opening sensor) 51 Default and limp home Link 52 throttle return spring 53 De fault spring 54 throttle upper limit stopper 55 Deforuto adjusting screw 56 the throttle shaft 57 throttle gear 58 intermediate gear 59 throttle position sensor (TPS) (throttle valve opening sensor) 60 Throttle body

Continuation of the front page (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 9/00 F16H 59/00-63/48 F02D 29/00 F02D 41/22 B60K 41/06

Claims (5)

(57) [Claims] The throttle valve is an electronically controlled throttle device that can be controlled by an actuator based on an accelerator pedal opening signal from an accelerator pedal sensor.
The actuator is controlled based on the signal from the pedal opening sensor.
A calculation means for calculating the control amount by calculation;
Electronic control, in which the tutor includes a motor for opening and closing the throttle valve
It has a throttle device, an engine that is controlled by the electric control throttle device, a transmission for inputting the engine power, the transmission according to the accelerator pedal opening degree signal from the accelerator pedal opening sensor An automatic transmission to be controlled; a predetermined set time corresponding to a response delay time from the accelerator pedal operation on the engine control side to the generation of engine torque; A first means for delaying a signal to apply to transmission control.
Control device for automatic transmission. Wherein prior SL set delay time is set to the sum of the operation time between and during the time of driving the motor in the operation unit, according to claim 1 for a vehicle according engine, characterized in that Control device for automatic transmission. 3. The delay is performed by storing sampling data of a predetermined period obtained by A / D conversion of a signal from an accelerator pedal opening sensor in a memory and reading the data from the memory after a set time. The control device for an engine / automatic transmission of a vehicle according to claim 1 or 2, wherein: Wherein said transmission control, transmission control including, that claims 1 to 3 noise Re control apparatus for an engine, an automatic transmission of a vehicle crab wherein. Wherein said transmission control, the shift point control, transmission torque including capacity control of claim 1 to claim 3 Noise Re engine automatic transmission of a vehicle crab, wherein the Control device.