JP3239690B2 - Control method of 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 method of controlling an automatic transmission, and more particularly to a method of setting an optimal target value (speed ratio, rotation speed) for speed change control and a friction transmission means for control other than speed change control. The present invention relates to a control method for an automatic transmission that can achieve both optimal control and automatic control.

[0002]

2. Description of the Related Art In an engine mounted on a vehicle,
Generally, an accelerator pedal and a throttle valve are mechanically connected, and an intake air flow to the engine always corresponds to an accelerator operation amount (AC) which is a depression amount of the accelerator pedal.

The engine includes a driving system for reducing fuel consumption (eco-run driving), a traction system for preventing the occurrence of troubles such as when the vehicle starts, and the like. Some systems include various systems such as a constant speed traveling system (auto cruise system).

Further, in a vehicle, a transmission that is hydraulically operated is provided in a power transmission system between the engine and the wheels because the characteristics of the engine are not suitable in a state where the characteristics are not changed. Further, a transmission path from the engine to the driving wheels of the vehicle is provided with a clutch that connects and releases the driving force from the engine so as to be intermittent.

By the way, in each of the above systems,
For example, various systems such as a throttle wire system using a throttle actuator composed of a motor or the like for operating a throttle valve and a system in which an on-off valve is provided with an on-off valve separate from the throttle valve are adopted. In some cases, the flow rate of intake air to the engine is adjusted without corresponding to the manipulated variable (AC).

For example, in an eco-run system, when a predetermined eco-run control condition is satisfied, the engine is automatically controlled, and when the engine is idling, the throttle opening (THR) of the throttle valve is completely closed by a throttle actuator, or the intake air is controlled. A fully closed valve, which is an on-off valve provided in the passage, is closed to control the intake air flow to the engine to the intake air flow corresponding to the fully closed state of the throttle opening (THR).

A traction control method is disclosed in, for example, Japanese Patent Application Laid-Open No. 2-81734.
In this publication, the shift timing in the automatic transmission is determined based on the amount of depression of an accelerator pedal and the speed of a driven wheel, and traction control is started by slipping of a drive wheel, and the throttle command value is reduced. Even if the speed is reduced, the shift is not performed so that the driver does not feel uncomfortable or uncomfortable.

[0008]

However, in the above-described systems of the conventional engine, for example, in the eco-run system, the clutch is released and the intake air flow to the engine is throttled during the idling operation of the engine by the eco-run operation. The opening degree (THR) is controlled so as to correspond to the fully closed state.

In such a case, assuming that the transmission is a continuously variable transmission (CVT), when the line pressure is controlled in accordance with the accelerator operation amount (AC), the line pressure having a higher value with respect to the engine generated torque. Therefore, the load on the engine is large, and the fuel saving characteristics are deteriorated. Unnecessary force is applied to the line pressure control member and the friction transmission means for operating the transmission and the clutch, and the durability of the parts is reduced. There was an inconvenience.

That is, a continuously variable transmission (CVT) is used as the transmission.
As shown in FIG. 24, when the line pressure control is performed with the accelerator operation amount (AC), the estimated value of the engine generated torque during the eco-run operation is larger than the actual value (actual value) in the vehicle provided with As a result, the line pressure is controlled to be relatively high, resulting in inconvenience such as deterioration of fuel efficiency and decrease in durability of parts.

Further, the clutch control is performed by controlling an accelerator operation amount (A
In the case of C), in the special start mode (SST) which is the start control when the vehicle escapes from the eco-run control, the estimated value of the engine generated torque is larger than the actual value, so that the clutch torque capacity is controlled to be higher. . Due to this effect, control of the clutch becomes unstable, and hunting occurs in the engine rotational speed (NE).

Further, when the target value of the shift control is set by the throttle opening (THR), the change of the shift portion input rotation speed (NI) target value (NISPR) of the shift control is delayed, and therefore, the shift of the shift control is changed. In response to the delay of the target input rotation speed (NI) value (NISPR), the transmission input rotation speed (NI) target value (NISPRF) of the transmission control after the transient correction is performed.
Therefore, the transmission section input rotational speed (NI) is also delayed,
As a result, there is an inconvenience that a shift delay is increased.

When the engine escapes from the eco-run control, the starting control is often performed by operating the clutch from the release to the connection. For this start control, an accurate clutch input torque corresponding to the engine generated torque is indispensable. However, with an incorrect value of the clutch input torque, the clutch cannot be connected smoothly,
There is a disadvantage that the driving performance is reduced. Further, if the clutch torque capacity is low with respect to the engine-generated torque while the clutch is in a connected state, there is a disadvantage that the clutch slips.

On the other hand, the shift control of the transmission changes slowly, and if the target value of the shift control is set in the fully closed state of the throttle opening (THR) during the eco-run control, the shift control is terminated when the vehicle escapes from the eco-run control. However, it is difficult to realize a shift control corresponding to the accelerator operation amount (AC), and therefore, there is a disadvantage that the driving performance is reduced, the fuel saving characteristic is reduced, and the power performance is deteriorated. . vice versa,
Even when the shift control is performed with the accelerator operation amount (AC) during the eco-run control, no trouble occurs.

[0015]

SUMMARY OF THE INVENTION Therefore, in order to eliminate the above-mentioned disadvantages, the present invention is provided with a transmission connected to an engine mounted on a vehicle, and a transmission from the engine to driving wheels of the vehicle. The path is provided with a clutch capable of electronically adjusting the clutch torque capacity, and an intake flow rate adjusting device capable of adjusting the intake flow rate to the engine without corresponding to the accelerator operation amount during the eco-run control is provided. A shift control operating means for operating control, a line pressure control operating means for operating line pressure control, and a clutch solenoid for operating clutch control of the clutch, wherein the intake flow rate adjusting device, the shift control operating means, and the line pressure A control means for operating the control operation means and the clutch solenoid is provided, and the control means determines whether the engine is idling. During the eco-run control by the condition, and controls the shift control operation means by the accelerator operation amount, and controlling said line pressure control operation means by the clutch solenoid actual intake flow rate.

[0016]

According to the method of the present invention, the shift control operation means is controlled by the accelerator operation amount during the eco-run control based on the condition for determining the idling operation of the engine, and the line pressure control operation means and the clutch solenoid are connected to the actual intake air. Since the control is performed by the flow rate, the optimal target values (speed ratio, rotational speed) for the shift control and the optimal control for the line pressure control and the clutch control are both compatible to secure fuel-saving characteristics and improve driving performance. In addition, power performance can be improved, and the durability of components can be improved.

[0017]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 23 show an embodiment of the present invention. In FIG. 19, 2 is a vehicle, 4 is an engine, 6 is a crankshaft, and 8 is a transmission (continuously variable transmission:
CVT), 10 is a differential, and 12 is a driving wheel. The transmission 8 includes a driving pulley 14 and a driven pulley 16
And a belt 18 wound around the driving pulley 14 and the driven pulley 16.

The drive pulley 14 includes a drive shaft 20 and a drive-side fixed pulley piece 2 provided integrally with the drive shaft 20.
2 and a drive-side movable pulley piece 24 provided on the drive shaft 20 so as to be movable in the axial direction and not to rotate. A drive-side hydraulic chamber 28 is formed by a drive-side housing 26 on the back side of the drive-side movable pulley piece 24.

The driven pulley 16 includes a driven shaft 30 disposed in parallel with the drive shaft 20, a driven fixed pulley piece 32 provided integrally with the driven shaft 30, and a driven shaft 30.
And a driven-side movable pulley part 34 provided so as to be axially movable and non-rotatable. A driven-side hydraulic chamber 38 is formed by a driven-side housing 36 on the back side of the driven-side movable pulley piece 34. In the driven hydraulic chamber 38, the driven movable pulley piece 34 is attached to the belt 18.
A driven-side spring 40 that presses toward the side is incorporated.

The operation of the transmission 8 is controlled by various hydraulic pressures from a hydraulic control circuit 42 provided with a shift control operating means 42a comprising a solenoid, a valve and the like and a line pressure control operating means 42b. The shift control operating means 42a operates the shift control of the transmission 8. The line pressure control operating means 42b operates the line pressure control. That is, the transmission 8 transmits the primary pressure oil passage 44 from the hydraulic control circuit 42 to the drive hydraulic chamber 28 of the drive pulley 14.
And the line pressure is applied to the driven hydraulic chamber 38 of the driven pulley 16 from the hydraulic control circuit 42 via the line pressure oil passage 46.
The drive-side movable pulley piece 24 of the drive pulley 14 is moved in the axial direction, and the driven-side movable pulley piece 34 of the driven pulley 16 is moved in the axial direction. It is to let.

The driven shaft 30 of the transmission 8 is connected to the differential 10 via a final reduction gear mechanism 48. The differential 10 has a wheel axle 50 with wheels 12 attached thereto.
50 are connected.

A transmission path from the engine 4 to the wheels 12;
For example, a clutch 52 whose clutch torque capacity can be electronically adjusted is provided between the engine 4 and the transmission 8.

The clutch 52 is operated electromagnetically, and includes a driving clutch plate 54 connected to the crankshaft 6 and a driven clutch plate 5 connected to the clutch shaft 56.
8 and a clutch solenoid 60 which is a clutch control operating means provided in the driven clutch plate 58, and is connected and released so as to interrupt the driving force of the engine 4. The clutch solenoid 60 operates the clutch control of the clutch 52.

A forward / reverse switching mechanism 62 is provided between the clutch shaft 56 and the drive shaft 20 of the transmission 8. The forward / reverse switching mechanism 62 includes a forward gear 64, a reverse gear 66, and a switching unit 68. The switching section 68 communicates with the selector lever 70 and is operated by the operation of the selector lever 70 to selectively switch between the forward gear section 64 and the reverse gear section 66.

As shown in FIG. 20, the engine 4 has an intake pipe 74 defining an intake passage 72 through which intake air is guided.
Are connected at one end. An air cleaner 76 is provided at the other end of the intake pipe 74.

In the intake passage 72, a throttle valve 78 is provided.
Are arranged. The throttle valve 78 is mechanically connected to an accelerator pedal 80,
The opening / closing operation is performed according to the accelerator operation amount (AC) which is a zero depression state.

In the intake system, the engine 4 does not correspond to the accelerator operation amount (AC) in the depressed state of the accelerator pedal 80 during the eco-run control of the engine 4.
There is provided an intake flow rate adjusting device 82 capable of adjusting the intake flow rate to the intake air.

The intake flow rate adjusting device 82 includes a first
As shown in FIG. 20, an intake pipe fully closing device 84 is provided as an example. As shown in FIG. 20, the intake pipe fully closing device 84 includes a fully closed valve 86 provided in an intake passage 72 between a throttle valve 78 and an air cleaner 76, and an idler bypassing the fully closed valve 86 and the throttle valve 78. Driving intake passage 8
8 and a fully closed solenoid 90 for operating the fully closed valve 86.

More specifically, in the intake pipe fully closing device 84 shown in FIG. 20, as shown in FIG.
In the normal operation state, the fully closed solenoid valve 90 is turned off, the fully closed valve 86 is opened, and the intake flow rate is adjusted by the throttle opening. Valve solenoid 9
0 is turned on to be in a fully closed state, whereby the intake air flow rate is adjusted only by the idle operation intake passage 88.

As shown in FIGS. 19 and 20, the hydraulic control circuit 4
2, the clutch solenoid 60, and the fully-closed solenoid 90 are in communication with control means 92.

As shown in FIG. 19, the control means 92 includes an accelerator sensor 94 for detecting an accelerator operation amount (AC) corresponding to the amount of depression of an accelerator pedal 80, and an engine speed (NE) for the rotation of the crankshaft 6. ), The transmission unit input rotation speed sensor 98 for detecting the rotation of the drive shaft 20 of the transmission 8 as the transmission unit input rotation speed (NI), and the rotation of the driven shaft 30 of the transmission 8. The vehicle speed sensor 100 detects the transmission output rotation speed as the vehicle speed (NV), the throttle opening sensor 102 detects the opening state of the throttle valve 78 as the throttle opening (θ), and the engine 4 enters idle operation. The idle switch 104 which is turned on by detecting the opening of the throttle valve 78 at that time, the selector lever 70
Shift switch 106 for detecting the position of the air conditioner and the air conditioner switch 1 for detecting the operating state of the air conditioner (not shown).
08 is in contact.

As shown in FIG. 18, the control means 92 is provided with a brake switch 110 and other sensors on the input side, in addition to the above switches, and on the output side, The intake pipe fully closing device 84 including the valve closing solenoid 90, the hydraulic control circuit 42 including the shift control operation means 42a and the line pressure control operation means 42b, and the clutch 52 including the clutch solenoid 60 are in communication.

The control means 92 selects various control modes depending on the driving operation of the driver and the running state of the vehicle 2,
The clutch 52 and the transmission 8 are controlled by various selected control modes.

The various control modes include, for example, a drive mode (DRV) and a neutral mode (NE).
U), a special start mode (SST), and a hold mode (HLD).

In the drive mode (DRV), the clutch 5
In this mode, the vehicle 2 travels while the vehicle 2 is maintained in the connected state.

The neutral mode (NEU) is a mode in which the clutch torque capacity of the clutch 52 is set to "0".
If you want to release it, divert it.

The special start mode (SST)
This is a start control mode during the running of the vehicle 2.
Reference numeral 2 denotes a mode for changing from the release state to the connection state.

In the hold mode (HLD), the clutch 5
In this mode, the clutch torque capacity of No. 2 is adjusted to be in a creep state.

As shown in FIG. 5, the control means 92 is provided with a shift control circuit 112, a line pressure control circuit 114, and a clutch control circuit 116. The shift control circuit 112 inputs an accelerator operation amount (AC) and outputs an operation amount (Ur) of the shift control operation means 42a. The line pressure control circuit 114 controls the throttle opening (TH
And it outputs the operation amount of the line pressure control operation means 42b a (U _L) to input R). Clutch control circuit 11
Reference numeral 6 denotes an operation amount (U) of a clutch solenoid 60 which is a clutch control operating means by inputting a throttle opening (THR).
c) is output.

As shown in FIG. 6, the shift control circuit 112
It has a setting unit 112a for setting a target value of the shift control.

In this setting section 112a, the accelerator operation amount (AC) is input, and the transmission section input rotational speed (NI) target value (NISPR) for the shift control is obtained (step 4).
02). The transmission portion input rotational speed (NI) target value (NI)
SPR) is an accelerator operation amount (AC) as shown in FIG.
Is determined by

Further, the vehicle speed (NV) is inputted, the transmission unit input rotation speed (NI) target value upper limit value (NISPRH) is determined (step 404), and the transmission unit input rotation speed (NI) target value lower limit value (NISPRL). ) Is determined (step 406). The transmission unit input rotational speed (NI) target value upper limit (NISPRH) and the transmission unit input rotational speed (NI)
The target value lower limit (NISPRL) is, as shown in FIG.
It is determined by the vehicle speed (NV).

Then, the transmission section input rotation speed (NI) target value (NISPR) is compared with the transmission section input rotation speed (NI) target value upper limit value (NISPRH), and the smaller one of these values is adopted (MIN). ) (Step 408).

The value obtained in step 408 is compared with the transmission unit input rotational speed (NI) target value lower limit (NISPRL) obtained in step 406, and the larger one of these values is adopted (MAX). ) (Step 410).

Then, a transmission section input rotation speed (NI) target value (NISPR) is determined, and this value is transiently corrected according to driving operation, vehicle running state, etc., and the transmission section input rotation speed (NI) target after the transient correction is corrected. The value (NISPRF) is obtained (step 412). This transient correction is performed, as shown in FIG. 9, by changing the transmission section input rotational speed (NI) target value (NISP) after the transient correction.
RF) per unit time is limited by a predetermined value (rate summit value), and the change in the target value (NISPRF) after transient correction is made slower.

Then, the transmission section input rotation speed (NI) target value (NISPRF) after the transient correction and the transmission section input rotation speed (NI) are calculated (step 414), and the value obtained by this calculation is proportionally integrated (step 414). PI) control (step 4)
16).

This proportional-integral control is performed as shown in FIG.
Transmission section input rotation speed (NI) target value and actual value (actual value)
Is multiplied by a proportional gain (Kp) to perform proportional control (P control) (step 502), and then to perform integral control on the value obtained by this proportional control (step 50).
4). This integral control is performed by applying an integral gain (Ki) / complex variable (S) of Laplace transform.

Then, the value obtained by the proportional control and the value obtained by the integral control are calculated (step 506), and the value obtained by this calculation is subjected to upper and lower limit processing (step 508), and the result of the proportional integration control (PI control) is obtained. Is determined.

After the proportional integral control, the value obtained by the proportional integral control and the manipulated variable (Ur) of the shift control signal 42a are used.
Is performed to add the neutral value (NUr) of the shift control operation (step 418), and the operation amount (Ur) of the shift control operation means 42a is determined.

That is, in the shift control shown in FIG. 6, the gear ratio is adjusted to a gear ratio according to the driving operation of the driver or the running state of the vehicle 2. This speed ratio adjustment is performed by changing the transmission unit input rotation speed (NI) after the transient correction of the transmission unit input rotation speed (NI).
I) It is performed so as to match the target value (NISPRF). The target value of the shift control is originally the engine rotation speed (NE), but is set to the transmission unit input rotation speed (NI) in order to correspond to the disengagement state of the clutch 52. Transmission section input rotational speed (NI) target value (NISPR) after transient correction
F) is obtained by subjecting the steady state target value (NISPR) to transient correction. This steady state target value (NISPR)
Is set by performing upper and lower limits processing on the value obtained in FIG. 7 using the upper limit value (NISPRH) and the lower limit value (NISPRL) in FIG. The transient correction method is based on the target value (NISPR
The change per unit time of F) is specified value (rate limit value)
And the change of the target value (NISPRF) after the transient correction is made slow (rate limit control). This rate limit value is set according to the driving operation of the driver and the traveling state of the vehicle 2.

In the line pressure control circuit 114, FIG.
As shown in FIG. 1, an engine rotation speed (NE) and a throttle opening (THR) are input to estimate an engine generated torque (step 602).

The estimated value of the engine generated torque is shown in FIG.
As shown in FIG. 2, the engine speed (NE) and the throttle opening (THR) (THRC <THR1 <THR2 <TH
R3 <THRW).

Then, the belt pressing force (Teff) required for the transmission of the belt 18 is calculated (step 604),
Next, a safety factor (K _L ) of the line pressure control is multiplied (step 606) to obtain a target line pressure value (PLINSP).

Then, this line pressure target value (PLINS
P) is filtered (step 608). This filter processing is performed at 1/1 + ST. Here, S is a complex variable of Laplace transform, and T is a time constant. By this filtering, the signal level becomes as shown in FIG.
A line target value (PLINSPF) after the filtering process is obtained.

[0055] Then, the line pressure target value after the filtering (PLINSPF), as shown in FIG. 14, it converts the operation amount of the line pressure control operation unit 42b (U _L) (step 610).

In the line pressure control in FIG. 11, the line pressure is controlled to a line pressure at which the belt pressing force corresponding to the engine generated torque can be secured. This is because if the line pressure is insufficient with respect to the engine-generated torque, the belt 18 slips, while if the line pressure is high with respect to the engine-generated torque, the fuel efficiency and the durability of parts are reduced.

In this case, the engine generated torque is estimated in FIG. 12. If the estimated value is different from the actual value, the above-described problem occurs, and the throttle opening used for estimating the engine generated torque is reduced. If the degree (THR) is set to the accelerator operation amount (AC), this estimated value may differ from the actual value.

In the clutch control circuit 116, FIG.
As shown in FIG. 5, the control of the clutch 52 is performed. That is,
Engine speed (NE) and throttle opening (THR)
Is input to estimate the engine generated torque (step 702). The estimation of the engine generated torque is performed in the same manner as in FIG.

Then, the estimated value of the engine generated torque is converted into the clutch torque capacity (step 704). This conversion is performed as shown in FIG.

Then, the safety factor (Kcd) of the clutch torque capacity in the drive mode (DRV) is added to the clutch torque capacity (step 706), and a filtering process is performed (step 708), and the drive mode (DR)
V). This filtering process is performed in the same manner as in FIG.

Further, a direct filtering process is performed on the clutch torque capacity (step 710). This filtering is
This is performed in the same manner as in FIG. 13 described above.

On the other hand, the throttle opening (THR) is input, and the target rotational speed (NESPC) for clutch control is determined (step 712). The target rotation speed (NESPC) for this clutch control is determined as shown in FIG.

Then, a filter process is performed on the target rotational speed (NESPC) of the clutch control (step 71).
4). This filtering process is performed in the same manner as in FIG.

The target rotational speed (NE
SPC) and the actual engine speed (NE) are calculated (step 716), and the calculated value is subjected to proportional integral control (PI control) (step 718). This proportional integral control is performed in the same manner as in FIG. 10 described above.

The value subjected to the proportional-integral control and step 710
And the value filtered (step 720).
The target value (IcSP) of the clutch torque capacity equivalent value in the special start mode (SST) is set.

This special start mode (SST)
The target value (IcSPh) of the clutch torque capacity equivalent value at the time of the other hold mode is set corresponding to the drive mode (DRV) and the above-described drive mode (DRV), so that the first control mode switching unit A (step 722) operates. Be composed.

This first control mode switching section A (step 7)
Either one selected in 22) becomes a target value (IcSP) of the clutch torque capacity equivalent value of the clutch 52, and calculates the target value (IcSP) of the clutch torque capacity equivalent value and the clutch torque capacity equivalent value (Ic). (Step 724).

The proportional integral control is performed on the value obtained by this calculation (step 726). This proportional integral control is performed in the same manner as in FIG. 10 described above.

An operation of adding the value obtained by the proportional integral control and the neutral value (NUc) of the operation amount (Uc) of the clutch solenoid 60 as the clutch control operating means is performed (step 728). Upper and lower limit processing is performed on the obtained value (step 730).

The value obtained by the upper and lower limit processing and the operation amount (Ucn) of the clutch control operating means in neutral
Is selectively used in the second control mode switching unit B (step 732), and the operation amount of the clutch solenoid 60 (U
c).

That is, in the clutch control shown in FIG. 15, the clutch torque capacity of the clutch 52 according to the driving operation of the driver and the running state of the vehicle 2 is realized.
This is because if the clutch torque capacity does not match the engine generated torque, slippage occurs in the clutch 52 in the connected state of the clutch 52, smooth start control is not performed, a shock occurs, and engine stall occurs. Is generated. Further, in this case, the engine generated torque is estimated in FIG. 12, but if the estimated value of the engine generated torque is different from the actual value, the above-described problem occurs, and the throttle used for estimating the engine generated torque is used. When the opening (THR) is set to the accelerator operation amount (AC), the estimated value may differ from the actual value.

The control means 92 operates the intake pipe fully closing device 84 as the intake flow rate adjusting device 82 during the eco-run control of the engine 4 so that the intake air flow to the engine 4 does not correspond to the accelerator operation amount (AC). At the time of control, the shift control of the transmission 8 is controlled by the accelerator operation amount (AC), that is, the shift control operating means 42a for activating the shift control is controlled by the accelerator operation amount (AC), while the line pressure control is performed. Pressure control operating means 42b and clutch 5
Clutch solenoid 60 for operating clutch control 2
Are controlled by the actual intake flow rate. That is, in this embodiment, when the engine required load is used for both the setting of the target value of the shift control and the control of the line pressure control and the clutch control, the required load (accelerator operation amount) by the driver is If there is a scene where the required load amount (intake flow rate) of the vehicle is different, the required load amount (accelerator operation amount) by the driver is used for the control of the shift control operation means 42a of the shift control, while the line pressure control line The control of the pressure control operation means 42b and the control of the clutch solenoid 60 for clutch control use the actual required load amount (intake flow rate).

In this embodiment, a second example of the intake flow rate adjusting device 82 is shown in FIG.

That is, the intake flow rate adjusting device 82
As shown in FIG. 2, a throttle actuator 152 including a motor for operating the throttle valve 78 is provided.
This throttle actuator 152 is
The operation is controlled by In such a case, the control means 92
Is connected to a throttle sensor 154 for detecting the amount of depression of the accelerator pedal 80. Accordingly, the depression amount of the accelerator pedal 80 is detected by the throttle sensor 154, and this state is taken into the control means 92, and the control means 92 drives the throttle actuator 152 to open and close the throttle valve 78.

The intake flow rate adjusting device in FIG.
As shown in FIG. 23, when the engine 4 is operating normally, the control means 92 controls the operation of the throttle actuator 152 in accordance with the output signal from the throttle sensor 154,
By operating the throttle actuator 152, the throttle valve 78 is fully closed, the intake passage 72 is fully closed, and the intake flow rate is adjusted only by the idle operation intake passage 88.

Next, the operation of this embodiment will be described.

In FIG. 2, when the program of the eco-run control of the idling operation mode of the control means 92 is started (step 202), first, it is judged whether or not the condition for judging the idling operation is satisfied (step 204).

Whether or not the condition for determining the idling operation is satisfied is determined, for example, as shown in FIG.

In FIG. 3, when the program for determining the idling operation is started (step 302), first, the eco-run rotation speed trigger (NITR) shown in FIG.
(Step 304), an eco-run rotation speed trigger (NITR) is determined, and it is determined whether or not the vehicle is idling (step 306). In FIG. 4,
Considering the case where the engine generated torque is 0 kgm, each trigger (N
ITR1, NITR2, NITR3, and NITR4) are set.

If the determination in step 306 is NO and the engine is not idling, the transmission unit input rotational speed (N
I) is compared with the first eco-run entry speed change unit input rotation speed trigger (NITR1) (step 308).

At step 308, NI ≧ NITR1
In the case of (1), the transmission unit input rotation speed (NI) is compared with the second eco-run entrance transmission unit input rotation speed trigger (NITR2) (step 310).

At step 310, NI ≧ NITR2
In this case, it is determined that the condition for determining the idling operation is not satisfied (step 312). In step 308, N
If I <NITR1, the condition for determining the idling operation is immediately not satisfied (step 312).

On the other hand, if step 306 is YES and the engine is idling, the transmission input speed (NI) of the transmission is compared with the transmission input trigger (NITR3) of the first eco-run escape transmission (NITR3). Step 314).

In this step 314, NI ≧ NITR3
In the case of, the transmission unit input rotation speed (NI) is compared with the second eco-run escape transmission unit input rotation speed trigger (NITR4) (step 316).

When NI <NITR3 in the step 314 and when NI ≧ NITR4 in the step 316, the routine proceeds to the step 312, where the condition for determining the idling operation is not satisfied.

At step 316, NI <NITR4
In the case of, it is assumed that the condition for determining the idling operation is satisfied (step 318). In step 310, N
If I <NITR2, the process proceeds to step 318, and it is assumed that the condition for determining the idling operation is satisfied.

After the processing of steps 312 and 318, the program of the conditions for judging the idling operation is ended (step 320).

Then, in the flowchart of FIG. 2, the elapsed time trigger (t
_It is determined whether ₁ ) has elapsed (step 206).

If NO in step 206, the intake pipe fully closing device 84 is controlled to be fully closed (step 208).
Further, the transmission 8 is controlled normally (step 210).

If YES in step 206,
The intake pipe fully closing device 84 is controlled to be fully closed (step 212).
Further, the transmission 8 is controlled for eco-run (shown at a time point b in FIG. 1). That is, the control for economical running of the transmission 8, the transmission control suitable for releasing and transmission 8 clutch 52 in the released state of the clutch 52, the transmission 8 from the time a after a time t ₁ of FIG. 1 Neutral mode (NE
U) (shown by time points b to c in FIG. 1).

If NO in step 204, the elapsed time trigger (t ₂ ) after the eco-run operation determination condition is not satisfied.
Is determined (step 216).

If NO in step 216, the intake pipe fully closing device 84 is controlled to be fully closed (step 218).
Further, the transmission 8 is controlled normally (step 220).

In the case of YES in the step 216,
Controlling an intake pipe full closing device 84 is fully opened from the time c in FIG. 1 after a time t ₂ (step 222) (shown at in FIG. 1 d), also controls the transmission 8 to the normal (Step 22
4).

Steps 210, 214, 220, 2
After the processing of 24, this program is ended (step 226).

As a result, in this embodiment, when controlling the intake flow rate of the engine 4 not to correspond to the accelerator operation amount (AC) during the eco-run control, that is, during the eco-run control, the target of the shift control of the transmission 8 is controlled. The values (speed ratio, rotation speed) are set by the accelerator operation amount (AC), while the control of the line pressure and the clutch control uses the intake air flow rate based on the actual throttle opening (THR). In the eco-run control of the system, the eco-run control condition is determined based on the driving operation of the driver and the traveling state of the vehicle 2, and when the eco-run control condition is satisfied, the clutch 52 is activated.
And make the intake flow rate to the engine 4 the same as the intake flow rate during idling operation. Therefore, specifically, the line pressure during the eco-run control is reduced, and stable clutch control is realized ( Shift responsiveness can be improved (indicated by time points e to f in FIG. 1).

As a result, both the setting of the optimal target value for the shift control and the optimal control for the line pressure control and the clutch control are ensured, the fuel saving characteristics are ensured, the driving performance is improved, and the power performance is improved. In addition, the durability of the component can be improved.

In this embodiment, the control means 9
The second program can be dealt with with only a small change, and no additional hardware is required, the configuration is simple and the cost can be reduced.

Further, the present invention can be applied to all transmissions having an electronic control clutch such as the clutch 52, which is practically advantageous.

If the intake flow rate adjusting device 82 is configured as shown in FIG. 22, the valve does not need to be fully closed, and the configuration can be simplified.

[0100]

As is apparent from the above detailed description, according to the present invention, at the time of the eco-run control based on the determination condition of the idling operation of the engine, the shift control operation means is controlled by the accelerator operation amount, and the line pressure control operation is performed. By controlling the means and the clutch solenoid based on the actual intake air flow, it is possible to set both the optimal target value for the shift control and the optimal control for the line pressure control and the clutch control. The performance can be improved, the power performance can be improved, and the durability of the component can be improved.

Further, the control according to the present invention requires only a slight change in the program of the control means, and simplifies the configuration.
Moreover, it can be inexpensive.

Further, the control according to the present invention can be applied to all transmissions having an electronic clutch, which can be practically advantageous.

[Brief description of the drawings]

FIG. 1 is a time chart of eco-run control.

FIG. 2 is a flowchart of eco-run control.

FIG. 3 is a flowchart of a determination condition for idling operation.

FIG. 4 is a diagram of a rotation speed trigger for eco-run.

FIG. 5 is a block diagram of a control unit.

FIG. 6 is a block diagram of shift control.

FIG. 7 is a diagram for determining a target value of the shift control.

FIG. 8 is a diagram illustrating upper and lower limit values of a target value of the shift control.

FIG. 9 is a diagram of transient correction of a shift control.

FIG. 10 is a block diagram of proportional integral (PI) control.

FIG. 11 is a block diagram of line pressure control.

FIG. 12 is a diagram for estimating an engine generated torque.

FIG. 13 is a diagram of a filtering process.

FIG. 14 is a diagram for determining an operation amount of a line pressure control operation means.

FIG. 15 is a block diagram of clutch control.

FIG. 16 is a diagram of conversion of torque / clutch torque capacity.

FIG. 17 is a diagram for determining a target engine rotation speed for clutch control.

FIG. 18 is a system configuration diagram of an idle run type eco-run control.

FIG. 19 is a schematic configuration diagram of a vehicle.

FIG. 20 is a configuration diagram of a first intake flow rate adjusting device.

FIG. 21 is a diagram showing the operation of each component in FIG.

FIG. 22 is a configuration diagram of a second intake flow rate adjusting device.

FIG. 23 is a diagram showing the operation of each component in FIG. 22.

FIG. 24 is a time chart of the conventional eco-run control.

[Explanation of symbols]

 2 Vehicle 4 Engine 8 Transmission 42 Hydraulic Control Circuit 52 Clutch 60 Clutch Solenoid 82 Intake Air Flow Adjuster 84 Intake Pipe Fully Closed Device 92 Control Means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI F16H 61/02 F16H 61/02 63/46 63/46 // F16H 59:18 59:18 59:34 59:34 (56) References JP-A-63-90447 (JP, A) JP-A-59-190550 (JP, A) JP-A-60-256632 (JP, A) JP-A-2-124330 (JP, A) (58) Survey Field (Int.Cl. ⁷ , DB name) B60K 41/00-41/28 F02D 29/00 F16H 59/00-63/46

Claims (1)

(57) [Claims] A transmission is connected to an engine mounted on a vehicle, and a transmission is provided from the engine to driving wheels of the vehicle.
Electronically adjustable clutch torque capacity in transmission path
The clutch is provided, not to correspond to the accelerator operation amount during the economy running control is provided an adjustable air intake flow controller flow rate of the intake air to the engine, a control shift control operation means and a line pressure for operating the shift control of the transmission Actuated rye
Pressure control operation means and clutch control of the clutch are activated
A clutch solenoid for controlling the intake air flow rate control device, the shift control operation means, and the line pressure control operation.
Means and a control means for operating the clutch solenoid . The control means controls the idle operation of the engine.
During the eco-run control according to the determination condition , the shift control is performed.
Operating means controlled by the accelerator operation amount, the La
A method for controlling an automatic transmission , comprising controlling an in-pressure control operation means and the clutch solenoid based on an actual intake air flow rate.