JP3206279B2 - Control device for 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 an apparatus for controlling an engine and an automatic transmission in a vehicle, and more particularly, to an engine capable of operating in one bank and an automatic transmission capable of controlling a lock-up clutch slip. The present invention relates to a device for performing

[0002]

2. Description of the Related Art Conventionally, in a V-type engine having cylinders formed in respective V-shaped banks, an intake system including a throttle valve and an exhaust system including an exhaust gas purifying catalyst are independently provided for each bank. Provided engines are known. The fuel efficiency of the engine mounted on the vehicle is better when the load is increased to some extent.
Therefore, in the bank type engine as described above, the combustion in the cylinder of one of the banks is stopped at a light load, and the substantial load is relatively increased to improve the fuel efficiency. An example of an engine that performs this type of control is described in Japanese Patent Application Laid-Open No. Sho 56-115830.

On the other hand, in order to improve the fuel efficiency of the vehicle as a whole, it is necessary to increase the transmission efficiency of the driving force in addition to performing the efficient operation of the engine. In vehicles equipped with the torque converter, the lock-up clutch incorporated in the torque converter is engaged or semi-engaged under a predetermined driving condition to increase the power transmission efficiency of the automatic transmission as much as possible. To improve fuel efficiency.

[0004]

In the above-described one-bank operation in which the combustion in the cylinder of one bank in the bank type engine is stopped, the running state determined by, for example, the vehicle and the accelerator opening is determined in advance by these parameters. It is controlled to execute by entering a predetermined area. The so-called slip control in which the lock-up clutch is half-engaged is executed by, for example, a running state determined by a vehicle speed and a throttle opening entering a predetermined running state predetermined by these parameters. .

[0005] However, when the lock-up clutch is slip-controlled, the vibration absorbing effect of the fluid in the torque converter is reduced, and the vibration caused by the torque fluctuation of the engine is easily transmitted to the vehicle body. Therefore, the slip control of the lock-up clutch is executed in a relatively high vehicle speed region or a low load region. In addition, the single-bank operation described above is performed at a light load with a relatively small accelerator opening. As described above, conventionally, in general, the slip control of the lock-up clutch and the control of the one-bank operation are performed independently of each other, and the areas in which the respective controls are performed are set so as not to impair ride comfort. are doing. For this reason, the slip control region is relatively high on the vehicle speed side, and the lock-up clutch is released in spite of a small engine torque fluctuation, and there is a possibility that the effect of improving fuel efficiency may be reduced.

Although the fuel economy can be improved by performing the single-bank operation, the possibility of impairing the riding comfort due to an increase in vibration due to a half of the number of times of combustion of the entire engine increases. For this reason, it is preferable to release the lock-up clutch during such single-bank operation, but since control for that is generally performed uniformly based on the accelerator opening or the throttle opening, unnecessary lock-up is performed. In some cases, the up clutch is disengaged, and there is still room for improvement in order to further improve fuel efficiency.

Further, while the one-bank operation is mainly performed based on the accelerator opening, the friction coefficient and the transmission torque capacity of the lock-up clutch vary depending on the temperature of the fluid, the characteristics of the fluid itself, or the aging of the friction material. Therefore, if the slip control is always performed uniformly in a predetermined running state by one-bank operation, judder of the lock-up clutch may occur, and the riding comfort of the vehicle may be greatly impaired.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and performs control of one-bank operation and slip control of a lock-up clutch in association with each other.
It is an object of the present invention to provide a control device capable of improving fuel efficiency and preventing deterioration of ride comfort.

[0009]

Means for Solving the Problems In order to achieve the above object, the invention described in claim 1 has the following features.
Engine 102 capable of single-bank operation in which at least two banks 101 each forming a cylinder 100 are provided and combustion is performed only in the cylinder of one of the banks 101
And a fluid coupling 103 connected to the engine 102 and
In the control device for the automatic transmission 105 including the lock-up clutch 104 for connecting the input member and the output member so as to be able to transmit the torque, the control device corresponds to each of the one-bank operation state and the both-bank operation state of the engine 102. the operation state instructing unit 106 for outputting a signal, the slip region setting means 107 for setting a region for the slip control of the lock-up clutch 104, the slip region, before <br/> SL single bank operating state of the engine 102 a signal indicating to expand to the low speed side in case the output from the operating condition both vans than if that is output from the instruction unit 106 <br/> click operation condition signal is the operation state instructing unit 106 indicating the scan And a lip area changing means 108.

Further, according to the invention described in claim 2, at least two cylinders 100 are formed as shown in FIG.
An engine 102 having one bank 101 and capable of performing single-bank operation in which combustion is performed only in the cylinder 100 of one of the banks 101, and an input member and an output member of the fluid coupling 103 which are connected to the engine 102 and are connected to the engine 102. In a control device for an automatic transmission 105 having a lock-up clutch 104 connected to transmit torque, the engine 1
02, a bank switching means 109 for changing between one-bank operation and both-bank operation, and the lock-up clutch 104
Control instruction means 110 for outputting that slip control is being executed, and lock-up clutch 104
It was the increase rate to be set in both banks operating state if it has been outputted from the slip control instruction means 110 for slip control is performed, and the slip control of the lock-up clutch 104 has been performed in operation range changing means 11 that outputs an instruction to the bank switching means 109 to increase the proportion of single bank operating state if not output from said slip control instruction means 110
1 is provided.

Further, as shown in FIG. 3, at least two banks 101 each having a cylinder 100 are provided.
An engine 102 capable of single-bank operation for performing combustion only in the cylinder 100, and connected to the engine 102;
And a control device for an automatic transmission 105 having a lock-up clutch 104 for connecting an input member and an output member of the fluid coupling 103 so as to be able to transmit a torque, wherein a judder detecting means 112 for detecting a judder of the lock-up clutch 104 is provided. And a one-bank operation prohibiting means 113 for prohibiting the one-bank operation of the engine 102 when judder is detected.
And the invention of claim 4 is as shown in FIG.
At least two banks 10 each forming a cylinder 100
1 to prevent combustion in the cylinders 100 of all the banks 101.
Both bank operation to be performed and the cylinder of one of the banks 101
Switching of single-bank operation to perform combustion with only 100
And an engine 102 connected to the engine 102.
And the input member and the output member of the fluid coupling 103 are torqued.
Equipped with a lock-up clutch 104
In the control device for the automatic transmission 105 obtained above,
To determine whether to switch between link operation and single-bank operation.
Link switching determination means 120 and its bank switching determination
Between both bank operation and single bank operation by the disconnection means 120
The first reference time has passed since the switch decision was made.
The transmission torque capacity of the lock-up clutch
Lock-up control means 121 for lowering
The bank switching determined by the switching determination means 120 is
When switching from both-bank operation to single-bank operation,
Increase the throttle opening of the bank that continues to rotate and
Reduce the throttle opening of the bank to suspend operation,
The bank determined by the bank switching determination means 120 is also used.
Switch between single bank operation and double bank operation.
Open the throttle on the bank to continue operation when changing
Bank side throttle to reduce the degree and start operation
Throttle control to increase the opening
The control means 121 determines the torque of the lock-up clutch 104
Throttle coordination control executed after reducing transmission capacity
Means 122 and its throttle coordination control means 122
After the control of the throttle opening
Lock-up means 123 for engaging clutch 104
Are provided.

[0012]

According to the invention described in claim 1, the engine 102
Is appropriately switched between single-bank operation and double-bank operation. For example, according to the magnitude of the accelerator opening at a predetermined vehicle speed, the cylinder 100 in one of the banks 101
Single-bank operation in which only the combustion is performed and both banks 101
The operation is switched to the two-bank operation in which combustion is performed in the cylinder 100 at. The operation state is indicated by the operation state instruction means 106.
Output from The operating state instructing means 106 may detect each of the above operating states of the engine 102 and output a signal.
, And may output a signal indicating the operating state at the same time.

On the other hand, a lock-up clutch 104 for mechanically connecting an input member and an output member of the fluid coupling 103.
The slip control is performed when the running state enters the slip area set in advance by the slip area setting means 107. That is, the slip area setting means 107 determines and stores the slip area as a map or an arithmetic expression, or reads and holds the slip area from a predetermined storage means. By entering, it is controlled to a semi-engaged state. This is, for example, a control in which a torque is transmitted between the input member and the output member so that a torque difference is transmitted between the input member and the output member in a state where a predetermined rotational speed difference is generated between the two. The difference in the number of rotations may be constant at all times, or may be varied depending on the running state.

The area in which the lock-up clutch 104 is slip-controlled is changed by the slip area changing means 108 when the single-bank operation is performed and when the double-bank operation is performed. For example, the slip region during both-bank operation is expanded to the low vehicle speed side with respect to the slip region during single-bank operation. As a result, in both-bank operation, the vibration caused by the torque fluctuation of the engine 102 is small, so that the slip region is expanded to improve the fuel efficiency, and in the single-bank operation, the number of combustion cylinders is reduced to reduce the substantial load. A higher and more efficient operation of the engine 102 is performed to improve fuel efficiency, and at the same time, the transmission of vibrations is suppressed by changing the slip region with respect to both-bank operation, thereby improving ride comfort.

According to the second aspect of the present invention, switching between double-bank operation and single-bank operation of the engine 102 is performed based on an output from the bank switching means 109. For example, the two-bank operation area and the one-bank operation area are set in accordance with the magnitude of the accelerator opening at a predetermined vehicle speed. As a general tendency, the two-bank operation is set to be performed at a lower vehicle speed and at a higher load.

On the other hand, the control state of the lock-up clutch 104 is output from the slip control instructing means 110. The slip control of the lock-up clutch 104 is a control for making a so-called semi-engaged state as described above. The slip control instructing means 110 instructs the lock-up clutch 104 to execute this control, and It may output a signal indicating the content of control.

When the slip control instructing means 110 outputs the execution of the slip control of the lock-up clutch 104, the operating area changing means 111 sets the engine 102
An instruction is output to the bank switching means 109 so that the ratio of performing both bank operations increases, and if the slip control is not executed, an instruction is output to the bank switching means 109 so that the ratio of one-bank operation increases. I do. As an example,
When the slip control is performed, both the bank operation areas are expanded to the low vehicle speed side, and when the slip control is not performed, the one-bank operation area is expanded to the low vehicle speed side. That is, when the slip control of the lock-up clutch 104 is performed, the power transmission efficiency is improved as compared with the case where the power is transmitted only by the fluid coupling. Therefore, this control region is set to a low vehicle speed side to improve the fuel efficiency. Since both bank driving regions where vibration is unlikely to occur are expanded toward the low vehicle speed side, deterioration of ride comfort is prevented. When the slip control of the lock-up clutch 104 is not performed, for example, the fluid coupling 103
When power is transmitted only by itself, the one-bank operation area is expanded and fuel consumption is improved by the lower transmission efficiency.

Further, when the judder of the lock-up clutch 103 is detected by the judder detecting means 112, the one-bank operation of the engine 102 is prohibited by the one-bank operation prohibiting means 113. Therefore, the number of combustions per rotation of the engine 102 increases, so that the vibrating force that causes judder is reduced and judder is prevented. And Claim 4
In the invention according to the invention, the driving state based on the vehicle speed and the throttle opening is
Switching from double-bank operation to single-bank operation
Or switch from single-bank operation to double-bank operation
Is determined by the bank switching determination means 120.
First, the lock-up clutch 104 is locked up.
It is controlled to the release side by the control means 121. Then both
When switching from bank operation to single-bank operation,
Increase the throttle opening of the bank that continues to rotate and
Reduce the throttle opening of the bank to suspend operation,
Conversely, switching from one-bank operation to both-bank operation
In the case of, adjust the throttle opening on the bank
Throttle opening on the bank side to decrease and start operation
Is executed. And that
After the throttle opening control of
The clutch 104 is released. Therefore the bank
When switching, the lock-up clutch 104 is disengaged.
And torque fluctuations accompanying the bank change are transmitted to the vehicle body.
Is prevented as much as possible, and bank switching
Even if the number of combustion cylinders fluctuates with the
The throttle opening increases or decreases in accordance with the change in
There is no change in the output of the gin 102 or
Small, so the shots associated with bank switching
Therefore, it is possible to eliminate factors that deteriorate the riding comfort such as a crash.

[0019]

Next, the present invention will be described in detail based on embodiments. FIG. 4 is a block diagram showing a basic configuration of an embodiment of the present invention. In the example shown here, two banks each having a plurality of cylinders (cylinders) are provided, and combustion in each bank is performed. An automatic transmission A for executing a shift by changing the engagement / disengagement state of the friction engagement device based on the running state to the individually controllable engine Eg
t is concatenated.

An example of the automatic transmission At is shown in FIG. 5 as a skeleton diagram. Briefly explaining this, the automatic transmission At has a lock-up clutch 1 capable of slip control as a transmission mechanism. The vehicle includes a torque converter 2, a subtransmission unit 3 having one set of planetary gear mechanisms, and a main transmission unit 4 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms. The sub-transmission portion 3 performs high-low switching between two stages. The carrier 5 of the planetary gear mechanism is connected to the turbine runner 6 of the torque converter 2. Between the clutch C0 and the one-way clutch F
are provided in a mutually parallel relationship, and a brake B0 is provided between the sun gear 7 and the housing Hu.

The sun gears 8 and 9 in each planetary gear mechanism of the main transmission unit 4 are provided on a common sun gear shaft 10, and a ring gear 11 in a planetary gear mechanism on the left side (front side) of the main transmission unit 4 in the drawing. A first clutch C1 is provided between the sun gear shaft 10 and the ring gear 12 of the auxiliary transmission unit 3, and a second clutch C2 is provided between the sun gear shaft 10 and the ring gear 12 of the auxiliary transmission unit 3. The carrier 13 of the planetary gear mechanism on the left side of the figure in the main transmission section 4
And a ring gear 14 of the right (rear) planetary gear mechanism, and an output shaft 15 is connected to the carrier 13 and the ring gear 14.

A first brake B1 as a band brake is provided to stop the rotation of the sun gear shaft 10,
More specifically, the second clutch B2 is provided on the outer peripheral side of the clutch drum of the second clutch C2. A second brake B2 is disposed between the sun gear shaft 10 and the housing Hu. One-way clutch F1 and third brake B between carrier 16 and housing Hu
And 3 are arranged in parallel.

In this automatic transmission At, the five forward gears and one reverse gear are set by engaging and disengaging the friction engagement devices as shown in FIG. In addition,
In FIG. 6, the mark “○” indicates engagement, and the mark “X” indicates release.

In the automatic transmission At, each clutch C0,
A hydraulic control device 17 for supplying and discharging hydraulic pressure to C1, C2 and each of the brakes B0, B1, B2, B3 includes first to third solenoid valves for mainly setting the first to fifth speeds and the reverse speed. S1, S2, S3, a linear solenoid valve SLU for controlling the lock-up clutch 1 and regulating the supply pressure of the brake B0, and a linear solenoid valve SLT for controlling the line oil pressure PL according to the throttle opening. A linear solenoid valve SLN for controlling the accumulator back pressure is provided. An electronic control unit (T-E) for controlling these solenoid valves
CU) 18 which is mainly composed of a central processing unit (CPU), storage elements (ROM, RAM) and an input / output interface, and is provided from an input rotation speed sensor to the automatic transmission At. , A vehicle speed signal, a signal from a neutral start switch, a signal from an oil temperature sensor, a signal from a pattern select switch, a signal from a transmission control switch, a signal from a stop lamp switch, and the like. An electronic control unit (E-ECU) 19 for an engine is connected to the electronic control unit 18 so as to be able to perform data communication with each other. A signal from a throttle position sensor, a signal from a water temperature sensor, a signal indicating the temperature of the exhaust purification catalyst, and other signals are input to the engine electronic control device 19.

Electronic control unit 18 for the above automatic transmission
Controls the gear position to be set and the engagement / half-engagement / disengagement of the lock-up clutch 1 on the basis of each input signal and a map stored in advance. A signal is output so as to execute torque down control at the time of shifting.

The engine Eg to which the above-mentioned automatic transmission At is connected is an engine configured to perform a combustion stop control or a combustion state control by an ignition timing and a fuel injection amount by grouping a predetermined number of cylinders. One example is a V-type engine that performs the above control for each cylinder in the left and right banks. FIG. 7 is a diagram schematically showing the engine Eg. The cylinders (not shown) of the left bank 20 and the right bank 21 are grouped together and provided with intake pipes 22, 23. The paths 22, 23 are provided with electronic throttle valves 24, 25 whose opening is controlled electrically. The exhaust ports (not shown) of the respective cylinders of the left and right banks 20 and 21 are connected to the exhaust manifold 2.
Exhaust pipes 28, 29 are connected via 6, 27. And each of those exhaust pipes 2
Exhaust gas purifying catalysts 30, 31 are interposed in 8, 29, respectively.

Further, the ignition timing, the fuel injection amount, and the throttle opening of the cylinders in the left and right banks 20 and 21 are configured to be controlled independently of each other. ,
A left bank control engine computer 32 and a right bank control engine computer 33 are provided. Each of these engine computers 32, 33
The electronic control unit 18 is connected to the automatic transmission electronic control unit 18 in a data communicable manner, and the corresponding left and right exhaust gas purifying catalysts 30,
31 are input as data. The engine computers 32 and 33 control the ignition timing or the fuel injection amount in the corresponding left and right electronic throttle valves 24 and 25 and the corresponding cylinders in the right and left banks 20 and 21.

In the above-described engine Eg, if the accelerator pedal is depressed to increase the accelerator opening TA, it is determined that a high output is required and the two banks are operated, and conversely, the accelerator pedal is returned to open the accelerator. If the degree becomes smaller, it is determined that a decrease in output is required, and the single-bank operation is performed. When switching between the two-bank operation and the one-bank operation as described above, if the output torque of the entire engine is halved or doubled, the shock due to the sudden change in the output torque is increased and the riding comfort is deteriorated. In order to prevent such inconvenience, in the engine Eg described above,
Even when the bank is switched, the throttle opening is controlled in each of the banks 20 and 21 so that the output torque is smoothly connected before and after that.

FIG. 8 is a map showing the relationship between the accelerator opening TA and the left and right throttle openings TA for the engine Eg which performs the single bank operation with the throttle valve of the right bank 21 closed. ,
If the accelerator opening TA is equal to or greater than the predetermined reference opening TA0, the left and right throttle openings are increased as the accelerator opening TA increases. That is, both banks are operated.
When the accelerator opening TA becomes smaller than the reference opening TA0, the throttle valve for the right bank 21 is closed, whereas the throttle opening for the left bank 20 is such that combustion in the right bank 21 is stopped. The output is doubled so as to compensate for the decrease in the output, and in this state, the output is gradually closed in accordance with the decrease in the accelerator opening TA. Therefore, as shown in FIG. 9, the overall torque of the engine Eg smoothly changes between the double-bank operation (FIG. 9A) and the single-bank operation (FIG. 9B).

The so-called single-bank operation of the engine Eg is performed to improve fuel efficiency by increasing the substantial load and performing an efficient operation. The control device according to the present invention described above is provided to improve the transmission efficiency and improve the fuel efficiency, so that the control of the engine Eg and the control of the lock-up clutch 1 are performed in association with each other. I have. FIG. 10 is a flowchart showing an example of the control.

In FIG. 10, first, after processing the input signal (step 1), it is determined whether or not the range set by the automatic transmission At is the drive (D) range (step 2). If the range is set to a range other than the D range, the process exits from this routine without performing any particular control. If the D range has been set, it is determined whether or not the engine Eg is operating in one bank (step 3). If the one-bank operation is being performed, a lock-up area A in which the lock-up clutch 1 is completely engaged is set (step 4), and the lock-up clutch 1 is placed in a so-called semi-engaged state (an engaged state with slippage). ) Is set (step 5). The fifth of the lockup area A and the slip area C
Examples of the speed are shown in FIGS. 11 and 12, respectively. The lockup area A is set at a vehicle speed equal to or higher than a predetermined vehicle speed VA in accordance with the throttle opening θ for each vehicle speed. The slip region C is set according to the throttle opening θ for each vehicle speed equal to or higher than a predetermined vehicle speed VC.

After setting the above-mentioned areas, the slip amount α (for example, 100 rpm) of the lock-up clutch 1 is set (step 6). Also, a logic value LogA, which is a judgment value for judder detection, is set (step 7). Here, the detection of judder will be briefly described. In the judder of the lock-up clutch 1, a state in which the friction materials rotate almost completely integrally and a state in which the friction materials are almost completely separated from each other and torque is not transmitted are described. This is a phenomenon that occurs repeatedly, or a phenomenon in which the transmission torque capacity repeatedly changes greatly. Therefore, the rotation speed of the output shaft of the torque converter 2, that is, the input shaft of the gear mechanism of the automatic transmission At, changes greatly due to the occurrence of judder.
Since the waveform obtained by electrically detecting the rotation speed is greatly wavy, its wavelength or frequency is different from that during normal driving, and these values are compared with a predetermined determination value LogA. Judder can be detected.
In addition, since the judder also generates the fluctuation of the engine torque as the vibrating force, the above-mentioned logic LogA is set according to the one-bank operation state.

When the one-bank operation is not performed,
That is, if the result of the determination in step 3 is “No”,
A lock-up area B where the lock-up clutch 1 is completely engaged is set (step 8), and the lock-up clutch 1 is so-called semi-engaged (engaged with slippage).
Is set (step 9). An example of the fifth speed among the lock-up region B and the slip region D is shown in FIGS. 11 and 12, respectively. In the lock-up region B, the throttle opening is performed for each vehicle speed at a vehicle speed equal to or higher than a predetermined vehicle speed VB. Is set according to the degree θ. The slip area D is set in accordance with the throttle opening θ for each vehicle speed equal to or higher than a predetermined vehicle speed VD.

When the lock-up areas A and B are compared, the lock-up area B for both bank operations is as follows.
It is set to a lower vehicle speed side than the lockup area A for one-bank operation. This is because the number of explosions per revolution of the engine Eg in the case of performing both bank operations is twice as many as the number of explosions in the case of single bank operation, and the torque fluctuation is reduced. This is because there is little risk of deterioration in ride comfort due to the vehicle. For the same reason, the slip region D for the two-bank operation is set to a lower vehicle speed side than the slip region C for the one-bank operation. It should be noted that the slip area C for the single bank operation is set.
May be enlarged to the higher throttle opening θ side than the slip region D for both-bank operation. This is because the engine torque in the one-bank operation is halved compared to the two-bank operation, and therefore the heat capacity of the lock-up clutch 1 has a margin. After setting each of the above areas, the slip amount β of the lock-up clutch 1 (for example, 50 rpm)
) Is set (step 10). Further, a logic value LogB, which is a judgment value for judder detection, is set (step 11).

Therefore, according to the above-described control, when the single-bank operation is performed due to a small load on the engine Eg, the lock-up area A and the slip area C are set on the relatively high vehicle speed side, and the vehicle is driven during the entire traveling. However, the ratio of the lock-up control and the slip control of the lock-up clutch 1 is reduced, but the operation efficiency of the engine Eg is improved and the fuel efficiency is improved and the fluctuation of the engine torque is reduced by performing the single-bank operation. At relatively low vehicle speeds, the lock-up clutch 1 is disengaged, so that the vibration absorbing action of the torque converter 2 prevents deterioration of ride comfort. Further, when the two-bank operation is performed due to a large engine load, the lock-up region B and the slip region D are set on the relatively low vehicle speed side. Therefore, even if there is no effect of improving the fuel efficiency of the engine Eg by performing the two-bank operation, the fuel efficiency is improved by the effect of improving the power transmission efficiency by the lock-up clutch 1, and the lock-up is performed even at a low vehicle speed. Even if the torque is transmitted via the clutch 1, the riding comfort is not degraded because the engine Eg performs the two-bank operation and the torque fluctuation is small.

In the above-described control, the slip control of the lock-up clutch 1 is performed in accordance with the operating condition of the bank of the engine Eg. However, the slip control of the lock-up clutch 1 is executed when other conditions such as the engine coolant temperature are satisfied. Therefore, the bank of the engine Eg can be controlled based on the presence or absence of the slip control. FIG. 13 is a flowchart showing an example.

In FIG. 13, first, after processing the input signal (step 20), it is determined whether or not the slip control is permitted (step 21). This is performed, for example, by determining whether the engine water temperature or the fluid temperature of the torque converter 2 is higher than a predetermined temperature. If the permission condition for the slip control is satisfied, it is determined whether or not the traveling state is in the slip region (step 22). This slip region is a traveling region that is set in advance using, for example, the vehicle speed and the throttle opening θ as parameters, and is mapped and stored in a predetermined storage unit. If the running state is in this slip range, the engine Eg
Are executed (step 23). On the other hand, when the slip control condition is not satisfied or when the traveling state is not in the slip region, more specifically, when the lockup clutch 1 is released, the engine E
The single bank operation of g is performed (step 24).

Even when the control shown in FIG. 13 is performed, the control of the bank of the engine Eg is also performed based on a normal running state such as a load. Therefore, if the control shown in FIG. When the slip control of the lock-up clutch 1 is executed, the rate at which the engine Eg operates in both banks increases, and when the slip control is not executed, the rate at which the engine Eg operates in one bank increases. According to the control shown in FIG. 13, when the slip control of the lock-up clutch 1 cannot be executed due to factors such as a low engine water temperature, the engine Eg
When the single-bank operation is performed to improve the fuel efficiency and the slip control is performed, the fuel efficiency is improved by improving the power transmission efficiency, but the vibration is easily transmitted to the vehicle body. By doing so, fluctuations in engine torque are suppressed, and deterioration of ride comfort is prevented.

In the flowchart shown in FIG.
When the slip control of the lock-up clutch 1 cannot be performed, the one-bank operation is immediately performed. On the other hand, when the slip control is performed, the two-bank operation is performed immediately. It is also possible to set a state in which slip control is performed or a state in which both banks are operated and slip control is not performed,
These so-called intermediate states may be determined based on the fuel efficiency improvement effect.

Incidentally, the friction coefficient of the friction material of the lock-up clutch 1 may change with the passage of time. In such a case, judder is generated by the input torque, the ride comfort is impaired, and the lock-up clutch 1 The durability may decrease. FIG. 14 shows a control example for preventing such a situation as much as possible.

That is, in FIG. 14, after performing the processing of the input signal (step 30), it is determined whether or not the one-bank operation is being performed (step 31). It is determined whether judder has occurred (step 32). An example of the judder detection method is as described above, and conventionally known methods and means can be used. If judder has occurred, both-bank operation is executed (step 33).
If both bank operations have already been performed and no judder has occurred, the routine exits from this routine without performing any particular control. Therefore, according to the control shown in FIG. 14, when judder occurs, the vibrating force due to the torque fluctuation of the engine Eg, which is one of the factors causing the judder, is reduced by performing the two-bank operation.
Of being, never ride comfort is prevented judder is deteriorated.

In each of the control examples described above, the engine Eg is switched between the single-bank operation and the double-bank operation in accordance with a change in the running state such as the accelerator opening and the control state of the lock-up clutch 1. When such bank switching is performed, the number of combustion cylinders changes, and thus the engine torque fluctuates transiently. Therefore, depending on the control method, vibration or shock resulting from the torque fluctuation may occur. It is conceivable that the ride comfort may deteriorate. In order to prevent such inconvenience, bank control and lock-up control may be performed as shown in FIGS.

In FIGS. 15 and 16, it is determined whether or not the lock-up clutch 1 is engaged, that is, whether or not the lock-up clutch 1 is engaged (step 40). That is, if the lock-up / off operation is performed, the process exits this routine without performing any particular control. On the other hand, if the lock-up is ON, it is determined whether or not both-bank operation is being performed (step 41). It is determined whether or not the condition is satisfied (step 42). If the switching determination is not established, the routine exits without performing any particular control. If the switching to the one-bank operation is determined,
It is determined whether or not the time T11 of the first timer, which is started at the time when the determination is made, has exceeded a preset first reference time α1 (step 43). After the elapse of the first reference time α1, the sweep control of the lock-up clutch 1 is executed (step 44). This control is a control for smoothly changing the transmission torque capacity of the lock-up clutch 1.
Is gradually reduced. Finally, the lock-up clutch 1 is released (lock-up / off) (step 45).

On the other hand, the time T12 of the second timer, which is started at the time when the decision to switch to the one-bank operation is established, is established.
Is determined to have exceeded a second reference time β1 (> α1) (step 46), and the throttle cooperative control is executed after the second reference time β1 has elapsed (step 4).
7). That is, the throttle valve attached to the bank where combustion should be stopped is gradually closed, and the opening of the throttle valve attached to the other bank is gradually increased in synchronization with the closing.

Then, it is determined whether or not the throttle cooperative control has been completed (step 48). If it has been completed, the lock-up clutch 1 is engaged (turned on) (step 4).
9). This throttle cooperative control ends when the opening of the throttle valve attached to the combustion bank becomes an opening corresponding to the accelerator opening and the throttle valve attached to the other bank is closed. However, until the end determination is made, the time T13 of the third timer, that is, the guard timer, which starts at the time when the determination to switch to the one-bank operation is made, is equal to the third reference time γ1 (> β).
It is determined whether or not 1) has been exceeded (step 50). Until the guard timer T13 exceeds the third reference time γ1, the end determination of the throttle cooperative control is continuously performed, and if the guard timer T13 exceeds the third reference time γ1 before the end judgment is established. The lockup clutch 1 is immediately engaged by assuming that the termination of the throttle cooperative control could not be determined due to some failure (step 49).

That is, when switching from the two-bank operation to the one-bank operation, first, the lock-up clutch 1 is released so that the transmission torque capacity thereof is smoothly reduced, and then the operation is switched from the both-bank operation to the one-bank operation. The switching of the banks is performed by synchronizing the opening degrees of the throttle valves of the banks with each other, that is, cooperatively so that the torque fluctuation does not become abrupt. As a result, the change in the engine torque becomes smooth and the torque converter 2
, The vibration or shock can be prevented.

On the other hand, when the one-bank operation is being performed, it is determined whether or not the determination of switching from the one-bank operation to the both-bank operation has been made (step 51). If the routine exits from this routine without performing any particular control, and if the determination of switching to the two-bank operation has been made, the time T21 of the fourth timer that starts at the time when the determination is made becomes equal to the predetermined time T21. It is determined whether or not the reference time α2 of Step 4 has been exceeded (Step 52). After the elapse of the fourth reference time α2, the lock-up clutch 1 is released (step 53). In this case, since the single-bank operation is performed and the engine torque is small, the sweep control of the lock-up clutch 1 may not be performed.
Sweep control may be performed as needed.

On the other hand, the time T21 of the fifth timer, which is started when the decision to switch to the single-bank operation is established, is established.
Is determined to have exceeded a fifth reference time β2 (> α2) (step 54), and the throttle cooperative control is executed after the fifth reference time β2 has elapsed (step 5).
5). That is, the throttle valve attached to the bank in which combustion was stopped is gradually opened, and the opening of the throttle valve attached to the other bank is gradually reduced in synchronization with the opening.

Then, it is determined whether or not the throttle cooperative control has been completed (step 56). If it has been completed, sweep control for engaging the lock-up clutch 1, that is, the torque capacity of the lock-up clutch 1 is reduced. A control for gradually increasing the engagement so as to increase smoothly is executed (step 57), and finally, the lock-up clutch 1 is engaged (turned on) (step 58). This throttle cooperative control ends when the opening of the throttle valve of each bank becomes an opening corresponding to the accelerator opening. Until this end determination is made, the determination to switch to single-bank operation is made. The time T23 of the sixth timer, that is, the guard timer, which starts at the time point, is equal to the sixth reference time γ2 (> β2
) Is determined (step 59). Until the guard timer T23 exceeds the sixth reference time γ2, the end determination of the throttle cooperative control is continuously performed. If the guard timer T23 exceeds the sixth reference time γ2 before the end determination is established. The lockup clutch 1 is immediately engaged by assuming that the termination of the throttle cooperative control could not be determined due to some failure (step 58).

That is, when switching from the one-bank operation to the both-bank operation, the lock-up clutch 1 is first released, and in this state, the operation is switched from the one-bank operation to the both-bank operation. The switching of the banks is performed by synchronizing the opening degrees of the throttle valves of the banks with each other, that is, cooperatively so that the torque fluctuation does not become abrupt. as a result,
Since the change in the engine torque becomes smooth and the buffer function of the torque converter 2 can be exerted, vibration or shock can be prevented. Further, when the lock-up clutch 1 is engaged after switching to both-bank operation, sweep control is performed so that the torque capacity of the lock-up clutch 1 increases smoothly. Therefore, even if it is increased, it is possible to prevent a so-called engagement shock from occurring.

FIG. 17 shows a time chart when switching from the two-bank operation to the one-bank operation in the above-described bank switching control, and shows a time chart when switching from the one-bank operation to the both-bank operation. FIG. As is apparent from these figures, since the throttle cooperative control for bank switching is executed with the lock-up clutch 1 released, fluctuations in engine torque are suppressed and ride comfort is prevented from deteriorating. . As shown by a chain line in FIGS. 17 and 18, slip control may be performed without completely releasing the lock-up clutch 1 during throttle cooperative control for bank switching. If the torque capacity is small, vibration or shock can be effectively prevented.

Although the above embodiments have been described with respect to an example of an automatic transmission having the gear train shown in FIG. 5, the present invention is not limited to the above embodiments. The present invention can be applied to a control device for an automatic transmission having a gear train other than the gear train shown in FIG.

[0053]

As described above, according to the first aspect of the present invention, the slip range of the lock-up clutch is changed between the one-bank operation and the two-bank operation, so that the slip control of the lock-up clutch is performed. The state is increased as compared with a conventional device that controls the slip control irrespective of the operation state of the engine, and as a result, fuel efficiency can be improved without impairing ride comfort.

According to the second aspect of the present invention, when the slip control of the lock-up clutch cannot be performed, the one-bank operation is increased, and when the slip control of the lock-up clutch can be performed, the two-bank operation is increased. At least one of the improvement of the power transmission efficiency by the up-clutch and the efficient operation of the engine is executed, so that the fuel efficiency can be improved without impairing the riding comfort.

According to the third aspect of the present invention, when judder of the lock-up clutch is detected, the two banks are operated, so that the vibrating force causing the judder is reduced to prevent the judder and, consequently, the riding. Deterioration in comfort and reduction in durability of the lock-up clutch can be prevented. Furthermore, in the invention described in claim 4, both
Switching of bank between bank operation and single bank operation
In some cases, release the lock-up clutch and
According to the change in the number of combustion cylinders accompanying the replacement,
Between the throttle opening of the driver bank and the throttle opening of the driver bank
Since cooperative control is performed, torque fluctuations and
Eliminate shocks and other deteriorating ride comfort factors
Can be.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing the invention described in claim 1 by functional means.

FIG. 2 is a block diagram schematically showing the invention described in claim 2 by functional means.

FIG. 3 is a block diagram schematically showing the invention described in claim 3 by functional means.

FIG. 4 is a block diagram schematically showing one embodiment of the present invention.

FIG. 5 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 6 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed.

FIG. 7 is a block diagram schematically showing a supply / exhaust system and a control system of a V-type engine capable of switching banks.

FIG. 8 is a map showing a relationship between left and right throttle openings with respect to an accelerator opening.

FIG. 9 is a diagram showing a relationship between an engine torque and a throttle opening.

FIG. 10 is a flowchart illustrating an example of a control routine for performing slip control of a lock-up clutch according to an operating state of an engine.

FIG. 11 is a diagram showing an example of a map in which a lockup area is set for a fifth speed.

FIG. 12 is a diagram illustrating an example of a map in which a slip region is set for a fifth speed.

FIG. 13 is a flowchart illustrating an example of a routine for bank control according to slip control of a lock-up clutch.

FIG. 14 is a flowchart illustrating an example of a control routine for controlling to perform both-bank operation in accordance with judder detection.

FIG. 15 is a part of a flowchart showing an example of a lock-up clutch control routine at the time of bank switching.

FIG. 16 is a diagram showing another part of the flowchart.

FIG. 17 is a time chart when switching from one-bank operation to both-bank operation.

FIG. 18 is a time chart when switching from both-bank operation to single-bank operation.

FIG. The invention described in claim 4 is schematically illustrated by functional means.
It is a block diagram shown typically.

[Explanation of symbols]

REFERENCE SIGNS LIST 100 cylinder 101 bank 102 engine 103 fluid coupling 104 lock-up clutch 105 automatic transmission 106 operating state indicating means 107 slip area setting means 108 slip area changing means 109 bank switching means 110 slip control indicating means 111 operating area changing means 112 judder detecting means 113 One-bank operation prohibition means 120 Bank switching judgment means 121 Lock-up control means 122 Throttle cooperative control means 123 Lock-up means

──────────────────────────────────────────────────続 き Continuation of front page (56) References JP-A-60-37454 (JP, A) JP-A-60-151457 (JP, A) JP-A-59-113365 (JP, A) 96978 (JP, A) JP-A-5-164241 (JP, A) JP-A-5-180017 (JP, A) JP-A-61-67451 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 61/14

Claims (4)

(57) [Claims] 1. An engine having at least two banks each forming a cylinder and capable of performing single-bank operation in which combustion is performed only in a cylinder of one of the banks, and an input connected to the engine and having a fluid coupling. In a control device for an automatic transmission having a lock-up clutch for coupling a member and an output member so as to transmit torque, an operation for outputting a signal corresponding to each of a one-bank operation state and both-bank operation states of the engine. a status indicating means, a slip region setting means for setting a region for slip control of the lock-up clutch, the slip region, before SL signal indicating single bank operating condition of the engine is outputted from the operation state instructing means If
The engine control apparatus and the automatic transmission, characterized in that it comprises a slip region changing means a signal indicating more of the banks operating state is expanded to the low speed side in case the output from the operation state instructing means . 2. An engine having at least two banks each having a cylinder and capable of performing single-bank operation in which combustion is performed only in a cylinder of one of the banks, and an input connected to the engine and having a fluid coupling. A control device for an automatic transmission having a lock-up clutch for connecting a member and an output member so as to be able to transmit torque, a bank switching means for changing between one-bank operation and both-bank operation of the engine; slip control instruction means and the lock-up clutch wherein that slip control is performed slip control instruction means both banks operating state if it has been outputted from the outputting that slip control of the clutch is performed Is increased, and the slip control of the lock-up clutch is performed. Engine and automatic transmission, characterized by comprising a driving area changing means for outputting an instruction to the bank switching means so as to increase the proportion of single bank driving state if they have not already been output from the control instruction unit Machine control device. 3. An engine having at least two banks each having a cylinder and capable of performing single-bank operation in which combustion is performed in only one of the cylinders, and an input connected to the engine and having a fluid coupling. A control device for an automatic transmission having a lock-up clutch for connecting a member and an output member so as to be able to transmit torque, wherein a judder detecting means for detecting judder of the lock-up clutch; and the engine when judder is detected. A control device for an engine and an automatic transmission, comprising: a single bank operation prohibiting unit for prohibiting the single bank operation. 4. At least two cylinders each forming a cylinder
With combustion in all cylinders
Bank operation and combustion only in cylinders of one bank
Engine that can switch between single-bank operation
And an input member of a fluid coupling connected to the engine and
Lock-up cable that connects the output member to enable torque transmission
In a control device with an automatic transmission having a latch, Determination of switching between the two-bank operation and the one-bank operation
Bank switching determining means for performing Both bank operation and one bank
From the time when the decision to switch to
Transmission of the lock-up clutch after the lapse of the quasi-time
Lock-up control means for reducing the torque capacity; Bank switching determined by the bank switching determination means
Replacement is the case of switching from both bank operation to single bank operation
If the throttle opening on the bank that continues to
The throttle opening on the bank side that stops and suspends operation
And the bank determined by the bank switching determination means.
Switch between single bank operation and double bank operation.
Open the throttle on the bank to continue operation when changing
Bank side throttle to reduce the degree and start operation
Throttle control to increase the opening
The control means reduces the transmission torque capacity of the lock-up clutch.
Throttle coordination control means to be executed after the Throttle opening control by the throttle coordination control means
After the control is completed, engage the lock-up clutch
Lock-up means Characterized by having
Engine and automatic transmission control device.