JP3134673B2 - Engine / automatic transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine / automatic transmission control apparatus for controlling an engine and an automatic transmission having a lock-up mechanism in association with each other.

[0002]

2. Description of the Related Art A conventional example of adjusting an engine torque is disclosed in, for example, Japanese Patent Application Laid-Open No.
Japanese Patent No. 50265 and Japanese Patent Application Laid-Open No. 56-98569. In these conventional examples, when an ON / OFF operation of an accelerator pedal is performed in a vehicle equipped with a manual transmission, rattling vibration occurs in accordance with engine torque fluctuation,
Even in vehicles equipped with an automatic transmission, when the vehicle shifts from the lock-up state to the acceleration state during deceleration operation, similar rattling vibration occurs. Therefore, the engine torque is adjusted (torque down control) to reduce the rattling vibration. .

[0003] The jerky vibration is a phenomenon in which vibration is generated when the drive shaft is twisted by the engine torque as a vibrating force. The amplitude of the jerky vibration is large, or the damping rate of the jerky vibration is large. Is small (i.e., the jiggle vibration hardly converges), the driving performance is deteriorated. In order to avoid the jerky vibration, it is important to make the rise of the engine torque smooth. For example, in the above two conventional examples, when shifting from the lockup state during the deceleration operation to the acceleration state, By retarding the ignition timing of the time engine, the rise of the engine torque is made smooth.

Further, in order to avoid the above jerky vibration,
As a conventional example in which the automatic transmission side does not deal with the problem on the engine side, there is one disclosed in Japanese Patent Application Laid-Open No. 4-113070. In this conventional example, the lock-up is released at the time of rapid acceleration, and the lock-up mechanism is slid at the time of gentle acceleration, that is, so-called slip lock-up control is performed to reduce the rattle vibration.

[0005]

In a vehicle equipped with an automatic transmission, when the above-described adjustment of the engine torque is constantly performed, excellent driving performance can be realized as long as the lock-up state is maintained. Unlike on-board vehicles, unlocking and shifting (downshifting)
Is performed, drivability may be impaired due to interference between these and the adjustment of the engine torque.

For example, when the torque-down control is not performed and the lock-up release is started along with the start of the re-acceleration, the output shaft is started after the instant t1 as shown by A in FIG. The torque suddenly rises, and thereafter, at the instant t2 when lockup release or downshifting is started, the output shaft torque starts to decrease, and a pull-in torque as shown in the drawing is generated. In consideration of this, the above-mentioned JP-A-56-50265 and JP-A-56-985 are used.
In the conventional example described in Japanese Patent Publication No. 69, the control is performed such that the engine torque rises smoothly by performing torque down control (ignition timing retard timer control) after the instant t1 as shown by B in FIG. . However, if the lockup is released or the downshift is performed at the instant t2 during the execution of the torque down control, a smooth rise of the output shaft torque cannot be obtained, and the rise of the engine torque itself is suppressed. Therefore, on the contrary, the amount of pull-in of the output shaft torque increases.

On the other hand, as in the conventional example described in the above-mentioned Japanese Patent Application Laid-Open No. 4-113070, it is also possible to cope with the jerky vibration by adjusting the engine torque, but by releasing the lock-up on the automatic transmission side. However, in this case, there is a delay from the lock-up release command to the actual lock-up release due to a hydraulic response delay, etc.
Since a large pull-in torque is generated due to the rapid rise of the output shaft torque and the subsequent lock-up release or down-shift, drivability is impaired.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problem by stopping the adjustment of the engine torque when the start of the lock-up release or the start of the shift is detected.

[0009]

SUMMARY OF THE INVENTION To this end, an arrangement according to claim 1 of the present invention, as shown conceptually in FIG. 1, comprises an automatic transmission having a lock-up mechanism for preventing slippage of the engine and torque converter. In a control device for an engine / automatic transmission that controls the engine in association with the engine, the engine torque is detected when the shift from the lockup state during the deceleration operation to the acceleration state during the deceleration operation is detected by the operation state detection unit that detects the operation state. An engine torque adjusting unit that reduces the output torque during transmission during acceleration by reducing the output torque during normal control, and a lock-up release / shift detection unit during engine torque reduction control by the engine torque adjusting unit. When the start of the lock-up release or the start of the shift is detected, the engine torque is reduced by the engine torque adjusting means. An engine torque adjustment stopping means for stopping the control and returning to the normal control, thereby preventing the generation of the pull-in torque of the transmission output shaft accompanying the start of the lock-up release or the start of the gear shift. Things.

In the above, the control for reducing the engine torque is performed by adjusting the ignition timing, the fuel supply amount or the intake air amount. It is preferable to effectively prevent the rattling vibration that occurs in the case.

In the above, the start of the lock-up release or the start of the shift is detected based on the engine speed and the vehicle speed. By monitoring the actual change of the parameter related to the lock-up release or the shift. This is preferable in that the start of the actual lock-up release or the start of the actual shift can be detected with high accuracy.

[0012]

According to the configuration of the first aspect of the present invention, when the shift from the lockup state during deceleration operation to the acceleration state is detected by the operation state detection means for detecting the operation state, the engine torque adjustment means sets the engine torque. Although the torque is reduced from that in the normal control to suppress the sudden rise of the transmission output torque at the time of the acceleration, the lockup release / shift detection means detects the start of the lockup release or the start of the shift. The engine torque adjustment stopping means stops the engine torque reduction control by the engine torque adjusting means and returns to the normal control, so that the lock-up release start or the pull-in torque of the transmission output shaft accompanying the start of the shift is started. Prevent the occurrence. Therefore, the control for reducing the engine torque is continued until the time of the suspension, and as shown by C in FIG. 5, the rise of the output shaft torque becomes gentle and the lock-up release or downshift causes Traction torque is prevented, and driving performance is improved.

[0013]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 2 is a diagram showing a configuration of a first embodiment of a control device for an engine / automatic transmission according to the present invention, wherein 1 is an engine, 2 is an automatic transmission, 3 is a torque converter with a lockup mechanism, and 4 is 4 shows a transmission output shaft.

The automatic transmission 2 receives the power (engine torque) of the engine 1 via a torque converter 3 with a lock-up mechanism, shifts the input rotation at a gear ratio corresponding to the selected shift speed, and transmits it to the output shaft 4. It shall be. here,
In the automatic transmission 2, the selected shift stage is determined by a combination of ON and OFF of the shift solenoids 12 and 13 in the control valve 11.
Similarly, by the duty control of the lock-up solenoid 14 in the control valve 11, a converter state in which the input / output elements are not directly connected or a lock-up state in which the input / output elements are directly connected is set.

ON / OF of shift solenoids 12 and 13
F, and an automatic transmission computer 15 for controlling the drive duty D of the lock-up solenoid 14. The automatic transmission computer 15 detects a signal from an engine rotation sensor 6 for detecting an engine speed Ne and a vehicle speed Vsp. From the vehicle speed sensor 7 and the engine 1
Sensor 8 for detecting the throttle opening Tvo of the throttle
, A signal from the output shaft rotation sensor 10 for detecting the output shaft rotation speed No, and the like. Actually, it is assumed that corresponding information is input from many sensors other than the above-mentioned sensors.

The automatic transmission computer 15 performs a normal shift control and a normal lock-up control by executing a control program (not shown) based on the input information. At this time, the determination as to whether or not to perform the shift is made based on the shift diagram shown in FIG. 6 represented by, for example, the vehicle speed Vsp and the throttle opening Tvo. → Perform 3 downshifts. Further, the determination as to whether the lockup should be engaged or released should be made based on the lockup diagram of FIG. 7 represented by the vehicle speed Vsp and the throttle opening Tvo, for example. If the lockup should be released, control for lockup release (including slip lockup control) is performed.

An engine computer 5 is provided for controlling the output of the engine 1. In the engine computer 5,
A signal from an engine rotation sensor 6 for detecting an engine speed Ne, a signal from a vehicle speed sensor 7 for detecting a vehicle speed Vsp, a signal from a throttle sensor 8 for detecting a throttle opening Tvo of the engine 1, and an ON of an idle switch 9.
A signal Idle output according to / OFF and a signal from the output shaft rotation sensor 10 for detecting the output shaft rotation speed No of the automatic transmission are input respectively. Actually, it is assumed that corresponding information is input from many sensors other than the above-mentioned sensors. In FIG. 2, the vehicle speed sensor 7, the throttle sensor 8, and the output shaft rotation sensor 10 are provided independently of the automatic transmission computer 15 side, but may be provided in any one of them.

The engine computer 5 performs normal engine output control based on these input signals, whereby the engine 1 is operated. Further, the engine computer 5 determines the optimum ignition timing A by executing the control programs of FIGS. 3 and 4 based on the input signals, and stops the engine torque down control at an appropriate timing. The engine output control of the present invention is performed.
In this embodiment, the ignition timing retard control is employed as the engine torque down control. However, another engine torque down control for adjusting the fuel supply amount, the intake air amount and the like may be used.

FIG. 3 is a flowchart showing a control program for engine output control repeatedly executed at predetermined intervals (for example, 10 msec) by the engine computer 5. In FIG. 3, ignition timing retard control is adopted as engine torque down control. ing. First, in step 101 of FIG. 3, the engine speed N
e, output shaft speed No, vehicle speed Vsp, throttle opening T
vo and Idle representing the state of the idle switch are input, respectively. In the next step 102, step 10
The two-dimensional table of the optimal ignition timing described in FIG. 2 is used to determine the engine speed Ne and the fuel injection amount (fuel injection pulse width) Tp.
To obtain the optimal ignition timing A (in the case of the above-mentioned optimal ignition timing table, the data stored at the position indicated by the white circle). This method is similar to the method used for general engine control.

In the next step 103, the flag Facc
= 1 is determined. Here, the flag Facc is set to 1 when the shift from the deceleration state to the acceleration (re-acceleration) is detected.
The flag is set to 0 in the other operating conditions. If Facc = 0, the control proceeds to step 104, and if Facc = 1, the control proceeds to step 105. In step 104, it is determined whether or not the idle switch has been changed from the ON state to the OFF state. If YES (at the time of transition from the deceleration state to the acceleration state), the control is performed in step 1
Advance to 06 and set Facc = 1 and clear the count value TM of the timer for ignition timing retard (TM = 0)
Then, the control proceeds to step 105, and if NO (other than the transition from the deceleration state to the acceleration), the control proceeds to step 107 to reset the flag Facc (Fac
c = 0). The determination in step 104 is made, for example, by comparing the previous state of the idle switch with the current state of the idle switch.

In the next step 108, it is determined whether or not the idle switch is in the ON state. If the idle switch is in the ON state (deceleration state), the coefficient C is determined in the next step 109.
1 is calculated by C1 = Ne / Vsp. At this time, C
1 is a coefficient corresponding to the gear ratio. On the other hand, if it is in the OFF state (acceleration state) in Step 108, Step 10
Step 9 is skipped and the control immediately proceeds to step 113.

YES in step 103 and step 1
In step 105 following 06, the coefficient C2 is calculated by C2 = C1 × D. Here, the coefficient D has a value of, for example, 1.1. Then, in the next step 110, it is detected (determined) whether or not lock-up release start or shift (downshift shift) start has been performed, based on whether or not Ne ≧ Vsp × C2 holds. Here, the reason why the lock-up release start or shift start detection condition is set as described above is that Ne ≒ Vsp × C1 is established during lock-up during deceleration operation, and lock-up release or shift change is established. Is performed, this relationship is broken, and the engine speed Ne sharply increases as shown in FIG.

The actual control logic is as follows: during a deceleration operation in which step 108 becomes YES, step 109
The coefficient C1 is obtained in step S10, and at the time of transition from deceleration operation to acceleration operation (YES in step S103), the coefficient C2 is calculated from coefficient C1 in step S105. Used to detect start. This is because the engine speed N
e, in order to reliably and accurately detect the start of the lock-up release or the start of the gear change so that the erroneous detection does not occur in consideration of the variation (individual difference) of the vehicle speed Vsp.

In the above step 110, Ne ≧ Vsp
If × C2 does not hold, the lockup is released or the shift has not been started, so the control proceeds to step 111 to perform engine torque down control for reducing jerky vibration, and if Ne ≧ Vsp × C2 holds, Since the lockup has been released or the shift has started, the control proceeds to step 112 to reset the flag Facc (Fac
c = 0). Therefore, until the lockup is released or the shift is started, the engine torque down control is continued by executing step 111. When the lockup is released or the shift is started, the engine torque down control is immediately stopped by executing step 112. Will be done.

In step 113 following steps 109, 111 and 112, the optimum ignition timing A is output to the engine computer 5. As a result, the engine torque down control (ignition timing retard control) is performed only when the transition from the deceleration state to the acceleration state and the start of the lockup release or the start of the shift are not detected. In this case, the engine torque down control is not performed, and the normal engine output control based on the optimum ignition timing A is performed. Note that the engine computer 5 performs the above-described steps 103-104-106, step 110,
Steps 111 and 112 correspond to an operating condition detecting means, a lockup release / shift detecting means, an engine torque adjusting means, and an engine torque adjusting stopping means, respectively.

FIG. 4 is a control program showing a subroutine of the engine torque reduction control, and corresponds to step 1 in FIG.
Corresponds to 11. In FIG. 4, the ignition timing retard amount that can prevent the above-mentioned jerky vibration is obtained.
This engine torque down control is described in
The contents are almost the same as those of the conventional example in Japanese Patent Application Laid-Open No. 6-50265 and Japanese Patent Application Laid-Open No. 56-98569.

First, at step 121, when the start of lock-up release or the start of shift is detected, the count value TM is detected.
It is determined whether or not the count value TM of the ignition timing retard timer for starting the increment of the timer has reached or exceeded the first predetermined time TS1.
The increment of M is repeated, and when it reaches TS1, the control proceeds to step 122, where TM is set for the second predetermined time TS2.
It is determined whether or not (TS1 <TS2) or more. In this determination, until the count value TM reaches TS2, the control proceeds to step 123 to change the optimal ignition time A obtained from the optimal ignition time table to a value obtained by subtracting the predetermined retard amount K therefrom (A = AK) The increment of the count value TM is repeated, and when the count reaches TS2, the control ends.

In the above, it is determined whether or not the engine torque should be reduced based on the count value TM of the ignition timing retard timer.
The ignition timing retard control is performed from 1 to TS2, and the ignition timing retard control is provided with a limiter. That is, in step 124 following step 123, it is determined whether or not the optimum ignition time A is shorter than the predetermined time B. If the time is shorter, the predetermined time B is set as the optimum ignition time A in step 125. The limiter is set.

Next, the operation of the first embodiment will be described with reference to FIG. Note that this description assumes a case where lock-up release or down-shift is performed by depressing the accelerator. First, FIG.
In the case of the conventional example in which the torque down control is not performed, when the lock-up release is started along with the start of the re-acceleration, the output shaft torque sharply rises after the instant t1 in response to the re-acceleration. Thereafter, the output shaft torque starts to decrease at the instant t2 when the lock-up release or the downshift is started, and a pull-in torque as shown is generated. In this case, the responsiveness is good, but since a large amount of engine torque is generated, the pull-in torque resulting from the lock-up release or downshift is increased.

In the case of the conventional example in which the torque down timer control (ignition timing retard timer control) described in JP-A-56-50265 and JP-A-56-98569 is described, an acceleration state is set. Since the rise of the engine torque is controlled after that, the rise of the engine torque becomes smooth, and the rise of the output shaft torque also becomes slow as shown by B in FIG. However, when the lock-up release or down-shift is started at the instant t2, a pull-in torque as shown is generated. This pull-in torque is caused by the fact that the lock-up release or downshift is started and that the ignition timing retard timer control started at the instant t1 is continued after the instant t2. After the end of, the amount of pull-in decreases because the engine torque increases. In this case, the rising of the output shaft torque gives a feeling of slack, and the drivability is deteriorated.

On the other hand, in the present invention, in consideration of the drawbacks of the conventional example, as shown by C in FIG. 5, the torque down control (ignition timing retard control) is performed only from the instant t1 to the instant t2. Like that. Therefore, similar to the conventional example of performing the ignition timing retard timer control,
Since the rise of the engine torque is controlled after the acceleration state, the rise of the engine torque becomes smooth. Further, at the instant t2 when the lock-up release or the start of the downshift is detected, the torque-down control is stopped, so that the pull-in torque shown in B is prevented from being generated, and a smooth rise of the output shaft torque is realized. Operability can be improved.

In the above description, it is assumed that the lockup is released or the downshift is performed by depressing the accelerator, but as a practical matter, the lockup is released to the extent that the lockup is not released or the downshift is not performed. While the engine torque down control is being performed by depressing the accelerator in this state, the lock-up release or downshift may be performed by further depressing the accelerator.
In this case, according to the present invention, since the engine torque down control can be stopped, the effect of preventing the deterioration of drivability can be obtained.

[0033]

As described above, the engine of the present invention
According to the configuration of claim 1 of the control device for the automatic transmission, when the shift from the lockup state during the deceleration operation to the acceleration state during the deceleration operation is detected by the operation state detection means for detecting the operation state, the engine torque adjustment means The engine torque is reduced as compared with the normal control to suppress the sudden rise of the transmission output torque at the time of the acceleration, but the lock-up release / shift detection means detects the start of the lock-up release or the start of the shift. The engine torque adjustment stopping means stops the engine torque reduction control by the engine torque adjusting means and returns to the normal control, so that the pull-up torque of the transmission output shaft accompanying the start of the lock-up release or the start of the shift. To prevent the occurrence of Therefore, the control for reducing the engine torque is continued until the time of the suspension, and as shown by C in FIG.
As the rise of the output shaft torque becomes gentler, the pull-in torque caused by the lock-up release or downshift is prevented, and the drivability is improved.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of the present invention.

FIG. 2 is a diagram showing a configuration of a first embodiment of a control device for an engine / automatic transmission according to the present invention.

FIG. 3 is a flowchart showing a control program for engine output control of the same example.

FIG. 4 is a flowchart showing a control program of engine torque down control of the same example.

FIG. 5 is a time chart for explaining the operation of the example while comparing it with a conventional example.

FIG. 6 is a diagram illustrating a shift diagram used in the example.

FIG. 7 is a diagram illustrating a lock-up diagram used in the example.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 engine 2 automatic transmission 3 torque converter with lock-up mechanism 5 engine computer 6 engine rotation sensor 7 vehicle speed sensor 8 throttle sensor 9 idle switch 10 output shaft rotation sensor 11 control valve 15 automatic transmission computer

──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI F02P 5/15 F02P 5/15 F (56) References JP-A-4-113070 (JP, A) JP-A-5-65839 ( JP, A) JP-A-1-104792 (JP, A) JP-A-6-213024 (JP, A) JP-A-4-342620 (JP, A) JP-A-56-50265 (JP, A) JP-A-56-98569 (JP, A) JP-A-3-202646 (JP, A) JP-A-4-19336 (JP, A) Full-scale application Sho-63-182352 (JP, U) (58) Fields investigated (Int) .Cl. ⁷ , DB name) F02D 29/00 B60K 41/04

Claims (3)

(57) [Claims] 1. An engine / automatic transmission control device for controlling an engine and an automatic transmission having a lock-up mechanism for preventing slippage of a torque converter, the operating condition detecting means detecting an operating condition. Engine torque adjusting means for reducing the engine torque as compared to the time of normal control when a transition from the lockup state to the acceleration state during deceleration operation is detected, thereby suppressing a sharp rise in the transmission output torque during the acceleration. When the lock-up release / shift detection unit detects the start of lock-up release or the start of shift during the engine torque reduction control by the engine torque adjustment unit, the engine torque reduction control by the engine torque adjustment unit To cancel the lock-up release or shift Characterized by comprising the engine torque adjustment stop means for preventing the occurrence of retraction torque of the transmission output shaft due to start, the engine control system, an automatic transmission. 2. The control device for an engine / automatic transmission according to claim 1, wherein the control for reducing the engine torque is performed by adjusting an ignition timing, a fuel supply amount, or an intake air amount. 3. The control device for an engine / automatic transmission according to claim 1, wherein the detection of the start of the lock-up release or the start of the shift is performed based on an engine speed and a vehicle speed.