JP3321195B2 - Engine control device for vehicles with 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 engine control device for a vehicle having an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, a swirl control valve (SCV) is provided in an intake pipe of an engine to generate a swirl in air sent into a cylinder of the engine so that stable combustion can be performed even at a lean air-fuel ratio. Lean burn engines are known.

Japanese Patent Laid-Open Publication No. Hei 3-74225 discloses that a lean burn engine is provided.
Set the line pressure of the hydraulic control unit of the automatic transmission based on the engine load, and correct the line pressure according to the operation of the swirl control valve (switching the intake state) to set the line pressure corresponding to the engine output torque Some techniques have been proposed.

As described above, by generating the line pressure corresponding to the engine output torque, it is possible to optimize the transient characteristics of the engagement state of the friction engagement device during gear shifting, and to reduce the friction engagement with a small shock. The shift can be performed without impairing the durability of the device.

[0005]

However, when the operating state of the swirl control valve is changed during gear shifting, the line pressure is also corrected accordingly. For example, when the oil pressure is low or the battery voltage is low, the line pressure is corrected. If the responsiveness of the hydraulic pressure is slower than usual, and a large change in engine output torque occurs during gear shifting, the hydraulic pressure may not be corrected accordingly.

[0006] As another mode in which the engine output torque changes suddenly, there is another variable intake system (ACTS = Acoustic).
Control System and Exhaust Gas Recirculation System (EGRS = Exhaust Gas Recirculation System)
ystem) can be considered in various cases.

[0007] Naturally, sudden operation of the accelerator pedal or turning on / off of the supercharge causes a sudden change in the output torque.

Further, switching of auxiliary equipment loads such as air conditioners also causes a substantial change in output.

In such a case, if the line pressure is too low with respect to the currently generated engine output torque, the durability of the friction engagement device is impaired, and if the line pressure is too high, a large shift shock occurs. .

The present invention has been made in view of such a conventional problem. For example, even when the response of the hydraulic pressure is low such as at a low oil temperature or a low battery voltage, the present invention is not limited to this. It is an object of the present invention to provide an engine control device that does not cause a problem, and to solve the above-described problems.

[0011]

SUMMARY OF THE INVENTION The present invention comprises an engine,
Engine control for a vehicle with an automatic transmission, comprising: an automatic transmission; and a hydraulic control device that generates a control oil pressure according to the output torque of the engine and switches an engagement state of a friction engagement device of the automatic transmission. A means for determining whether or not the automatic transmission is shifting; a means for determining control responsiveness of the hydraulic control device based on a state of a vehicle; and the engine according to a driver's operation during shifting. Means for limiting the change in the output torque of the hydraulic control device when the response is low in accordance with the control response of the hydraulic control device, thereby solving the above problem.

[0012]

According to the present invention, the control responsiveness of the hydraulic control device is determined based on the state of the vehicle, and the driver's operation during shifting is performed.
The change in engine output torque associated with the control is limited when the response is low in accordance with the control response.

As a result, when the control responsiveness of the hydraulic control device is high, even if the engine output torque greatly changes due to the driver's operation during the gear shift , the engine output torque can follow the change, and the change is greatly tolerated. It is possible to implement the running as much as possible in accordance with the driver's accelerator work and other various output torque change requests.

On the other hand, when the control responsiveness of the hydraulic control device is low , if the engine output torque changes too much due to the driver's operation during gear shifting, the hydraulic control device cannot follow the change and can follow the change. The change of the engine output torque is suppressed to the range. As a result, it is possible to execute the shift with a small shock at all times and without impairing the durability of the friction engagement device.

When the control responsiveness of the hydraulic control device is determined based on the state of the vehicle, for example, the oil temperature of the automatic transmission is directly detected, the engine cooling water temperature, the intake air temperature, the integrated engine rotation after the start. Methods such as estimating the oil temperature of the automatic transmission from other information such as the number, checking the battery voltage, and the like can be adopted. Or,
These methods may be combined.

[0016]

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

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

The engine 1 is controlled by an engine control computer 7 by an injection valve 21.
And the ignition timing at the distributor 20 are controlled, and an engine output corresponding to the accelerator opening (operating amount) of the accelerator pedal 22 and the engine speed is obtained.

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

Since the main throttle valve 26 is directly connected to the accelerator pedal, the accelerator operation amount and the engine output directly correspond to each other. However, the opening of the sub throttle valve 30 can be freely set. Thus, a throttle opening with intended characteristics as a whole can be obtained. Specifically, since they are in series, they are governed by the smaller opening of the two.

The sub-throttle valve 30 is for arbitrarily controlling the engine torque for another purpose. In this embodiment, the sub-throttle valve 30 is not directly related to the present invention. Therefore, it can be used as one means for controlling the amount of change in engine torque.

The engine control computer 7 includes an engine speed by an engine speed sensor 9, an intake air amount by an intake air amount sensor 10, an intake air temperature by an intake air temperature sensor 11, an accelerator opening by an accelerator opening sensor 12, The vehicle speed from the vehicle speed sensor 13, the engine water temperature from the engine water temperature sensor 14, the brake ON signal from the brake switch 15, and other signals are input.

The engine control computer 7 determines the fuel injection amount and the ignition timing based on these signals. In this embodiment, a known EGR system (exhaust gas recirculation system) is adopted, a part of the exhaust gas of the engine is extracted, and an appropriate temperature, time,
The flow rate and the like are controlled to recirculate to the intake system. Although this EGR system is effective in reducing NOx, changing the recirculation amount (EGR amount) also changes the engine output torque, so the present invention is applied.

Incidentally, Q / N is obtained from the intake air amount Q and the engine speed N, and the engine output torque is obtained from Q / N. The input torque to the automatic transmission is obtained by subtracting the torque consumed by the auxiliary equipment such as the air conditioner and the power steering from the engine output torque obtained from the Q / N in this way.

On the other hand, the automatic transmission control computer 8 includes the accelerator opening sensor 12 and the vehicle speed sensor 1.
3. In addition to the signals from the engine coolant temperature sensor 14, the brake switch 15, etc., the position of the shift lever by the shift position sensor 16, the pattern select switch 17
, A travel selection pattern such as a fuel efficiency-oriented travel or a power performance-oriented travel, an oil temperature in a hydraulic control device by an oil temperature sensor 18, an air conditioner on / off signal by an auxiliary machine sensor 19, and the like.

As a result, the well-known solenoid valves S1 to S4 and SLN, SLT, SLU are controlled, and as a result of changing the oil passage in the hydraulic control device 3, the engagement state of each friction engagement device is selectively changed. The speed ratio corresponding to the vehicle speed and the accelerator opening can be smoothly obtained.

The engine control computer 7 and the automatic transmission control computer 8 are connected to the communication line 3
Various communications can be made by means of 2, 34. This communication includes information on the Q / N from the engine control computer 7 to the automatic transmission control computer 8 or information on the shift of the automatic transmission from the automatic transmission control computer 8 to the engine control computer 7. Have been.

FIG. 3 is a skeleton diagram showing a specific example of the automatic transmission 2 described above. The automatic transmission 2 includes a torque converter 111, an auxiliary transmission unit 112, and a main transmission unit 113.

The torque converter 111 has a lock-up clutch 124. The lock-up clutch 124 is provided between a front cover 127 integrated with the pump impeller 126 and a member (hub) 129 integrally mounted with the turbine runner 128.

The crankshaft (not shown) of the engine 1 is connected to a front cover 127. The input shaft 130 connected to the turbine runner 128 is connected to the overdrive planetary gear mechanism 13
And one carrier 132.

In the planetary gear mechanism 131, a clutch C0 and a one-way clutch F0 are provided between the carrier 132 and the sun gear 133. The one-way clutch F0 is engaged when the sun gear 133 rotates forward relative to the carrier 132 (rotation in the rotation direction of the input shaft 130).

On the other hand, a brake B0 for selectively stopping the rotation of the sun gear 133 is provided. Further, a ring gear 134 which is an output element of the auxiliary transmission section 112 is connected to an intermediate shaft 135 which is an input element of the main transmission section 113.

When the clutch C0 or the one-way clutch F0 is engaged, the auxiliary transmission portion 112
Since the whole of the shaft 31 rotates integrally, the intermediate shaft 135 is rotated.
Rotate at the same speed as the input shaft 130. When the brake B0 is engaged and the rotation of the sun gear 133 is stopped, the ring gear 134 is rotated forward with the speed increased with respect to the input shaft 130. That is, the subtransmission unit 112 can set high-low two-stage switching.

The main transmission unit 113 has three sets of planetary gear mechanisms 140, 150, and 160, and these gear mechanisms 140, 150, and 160 are connected as follows.

That is, the sun gear 141 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are integrally connected to each other, and the ring gear 143 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are connected. Carrier 1
52 and the carrier 162 of the third planetary gear mechanism 160 are connected. The output shaft 170 is connected to the carrier 162 of the third planetary gear mechanism 160. Further, a ring gear 153 of the second planetary gear mechanism 150 is connected to a sun gear 161 of the third planetary gear mechanism 160.

In the gear train of the main transmission portion 113, one reverse speed and four forward speeds can be set, and a clutch and a brake for that purpose are provided as follows.

That is, the ring gear 153 of the second planetary gear mechanism 150 and the sun gear 161 of the third planetary gear mechanism 160
A clutch C1 is provided between the intermediate shaft 135 and the sun gear 141 of the first planetary gear mechanism 140 and a sun gear 151 of the second planetary gear mechanism 150.

A brake B1 for stopping the rotation of the sun gears 141 and 151 of the first planetary gear mechanism 140 and the second planetary gear mechanism 150 is provided. In addition, these sun gears 1
A one-way clutch F1 and a brake B2 are arranged in series between 41, 151 and the casing 171.
The one-way clutch F1 is engaged when the sun gears 141 and 151 try to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 135).

Carrier 142 of first planetary gear mechanism 140
A brake B3 is provided between the motor and the casing 171. Also, the ring gear 16 of the third planetary gear mechanism 160
The brake B4 and the one-way clutch F2 are arranged in parallel between the casing 171 and the brake B4 as elements for stopping the rotation of the motor 3. The one-way clutch F2 is adapted to be engaged when the ring gear 163 attempts to rotate in the reverse direction.

In the automatic transmission 2 described above, the auxiliary transmission portion 112
Can perform high-low two-stage switching, and the main transmission unit 113 can perform four-stage shifting on the forward side, so that a total of one reverse stage and eight forward stages can be performed. it can. FIG. 4 shows an engagement operation table of each clutch and brake for setting these shift speeds. In FIG. 4, a circle indicates an engaged state, a closed circle indicates an engaged state during engine braking, and a blank indicates a released state.

In this embodiment, however, only the first, second, third, fourth and fifth gears are actually used. As is apparent from FIG.
The shift between the speeds is a clutch-to-clutch shift in which the engagement and release of the brakes B2 and B3 must be performed simultaneously.

In this embodiment, the input torque Tin of the automatic transmission is obtained from the engine torque indirectly obtained from Q / N, and the power is turned on from the second speed to the third speed based on the input torque Tin. Upshift (upshift performed when power is transmitted from the engine side to the wheel side)
At this time, the engagement hydraulic pressure of the brake hydraulic pressure and the release hydraulic pressure are controlled.

The upshift control itself is disclosed in Japanese Patent Application No. Hei.
344124, the detailed description of which is omitted, but more specifically, a 2-3 timing valve and a 2-3 shift valve are provided by a 2-3 timing valve and a linear solenoid valve (not shown). Import that communicates with the return oil passage, drain pressure input port that communicates with the return oil passage through an orifice, brake B2 from 2-3 shift valve
By providing a supply pressure input port that communicates with the supply oil path to the servo through an orifice, an input torque signal port that supplies a signal oil pressure regulated by a linear solenoid valve by a signal corresponding to the input torque, and a drain port The drain pressure of the brake B3 is regulated in a predetermined relationship with the increase of the engagement pressure of the brake B2, and the input pressure is controlled by the signal hydraulic pressure regulated by the linear solenoid valve. A predetermined relationship between the pressure and the drain pressure can be changed, and control is performed to adjust the drain pressure of the brake B3 to the minimum necessary pressure in accordance with an increase in the input torque and the engagement pressure of the brake B2.

As a result, a signal corresponding to the input torque is output to the linear solenoid valve. As a result, for example, when the power is turned on (when the accelerator pedal is depressed),
The servo oil pressure of the brake B3 is increased to prevent the engine from rising, and the brake B3 is put in an overlap state. Conversely, when the power is turned off (when the accelerator pedal is released), there is no fear of the engine blowing up. The servo hydraulic pressure of the brake B3 is reduced, and an underlap state is set. The relational expression at this time is shown below.

TB3 = A × Tin × t−B × TB2 (1) Tin: input torque of the automatic transmission t: torque ratio of the torque converter TB2: transmission torque of the brake B2 TB3: transmission torque of the brake B3 A , B ... constant

Here, the input torque T of the automatic transmission
Since in is allowed to change only in a range corresponding to the control responsiveness of the hydraulic control device according to the present invention, the control based on the formula (1) can be executed with high accuracy, and the second to third gears can be obtained. The clutch-to-clutch shift to the speed can be favorably performed.

In the present invention, how the input torque detected with high accuracy is specifically reflected in the control of the automatic transmission is not limited to this embodiment. .

FIG. 5 shows a specific control flow to which the present invention is applied when executing the clutch-to-clutch shift from the second speed to the third speed.

First, in step 210, various input signals are read.

In step 220, it is determined whether a shift from the second speed to the third speed has been determined. In this embodiment, since the present invention is applied only during the clutch-to-clutch shift from the second speed to the third speed, the shift from the second speed to the third speed is executed. The process proceeds to step 225 and subsequent steps only when the

This is because, when a high-speed shift such as the clutch-to-clutch shift is performed, a problem related to the responsiveness referred to in the present invention occurs more strongly.

In step 225, it is determined whether or not the oil temperature H in the hydraulic control device is lower than -30 ° C. Oil temperature H
Is greater than this, the present embodiment does not particularly suppress the change in the engine output torque.

When it is determined that the oil temperature H is not higher than -30.degree. C., the routine proceeds to step 230, where it is determined whether an EGR switching request has been made. If there is no switching request, the process jumps to step 206. If there is an EGR switching request, the process proceeds to step 240, where a flag F1 indicating that an EGR switching request has been made is set to 1, and In step 250, the switching signal is held. That is,
Even if there is a request for EGR switching, the process stands by without actually performing this switching.

In step 260, it is determined whether or not the gear is being shifted. If the shift is being performed, the flow returns to step 225, and the above-described flow is repeated. Eventually, when it is determined that the shift has been completed, the routine proceeds to step 270, where the flag F1 is set.
Is determined to be 1 or not. If it is 1, it means that an EGR switching request has been made, and therefore, step 280 is executed.
The switching is carried out.

When the clutch-to-clutch shift from the second speed to the third speed is performed by executing this control flow, the response in the hydraulic control device is determined by detecting the oil temperature H. When the response is considered to be degraded, the switching of the EGR is prohibited, so that the change in the engine torque is suppressed, and the control of the hydraulic control device cannot be caught up with the change in the engine torque. become.

In the above embodiment, the oil temperature was -3.
Although the change of the engine torque is suppressed on-off depending on whether it is 0 ° C. or less, this is shown in FIG.
As shown in (2), the variation regulation range of the engine torque during gear shifting may be set more finely according to the level of the oil temperature.

In this embodiment, the responsiveness of the hydraulic control device is determined based on the oil temperature H, and the range of change in the engine torque during gear shifting is regulated based on this. The gender can also be known to some extent, for example, by detecting the battery voltage S. this is,
This is because the response of the linear solenoid valve changes depending on the battery voltage. Therefore, as shown in FIG. 7, the engine torque change regulation width may be set according to the battery voltage.

Further, in the above-described embodiment, the EGR switching has been focused on as a mode when the engine torque changes. However, in the present invention, what factors cause the engine torque to change is described. It is not limited, for example, as described above, turning on and off the supercharger, opening and closing the swirl control valve,
Alternatively, the present invention can be applied to switching of a variable intake system.

Next, a control flow for obtaining the input torque of the automatic transmission from the output torque of the engine will be described with reference to FIG.

First, in step 310, various signals are read.

In step 320, it is determined whether a clutch-to-clutch shift from the second speed to the third speed is performed. When it is determined that this shift is to be executed, the routine proceeds to step 330, where the engine torque Te Y is calculated based on, for example, Q / N (intake air amount per engine revolution).
Is required.

As shown in FIG. 9, the engine torque Te Y predicted by Q / N is the sum of the engine agitation loss Tlos and the engine torque Te X actually output from the engine. Here, the stirring loss T
Since los is almost negligible, Te x is virtually estimated by Q / N.

As is clear from FIG. 9, Tex actually output from the engine is partially used as torque Th for driving the auxiliary equipment, and the remainder is input to the automatic transmission as Tin as the remainder. Will be. Therefore, step 340
Then, the on / off state (Th) of the air conditioner is detected as a representative of the auxiliary equipment, and based on this state (Th), the input torque Tin to the automatic transmission is calculated by TeX-Th (step 350). .

More specifically, at the time of this correction,
Considering the torque amplification by the torque converter, the input torque with higher accuracy can be calculated.

In step 360, the above-described clutch-to-clutch shift from the second speed to the third speed is executed based on the obtained input torque Tin.

[0066]

As described above, according to the present invention, the responsiveness of the hydraulic control device of the automatic transmission is determined, and the change in the engine torque is regulated based on the responsiveness.
When the responsiveness of the hydraulic control device is high, the regulation can be reduced as much as possible, and the change in the engine torque generated based on the accelerator operation and other various requests can be derived as directly as possible. When the performance is low, it is possible to suppress a change in the engine torque and prevent problems such as occurrence of a shift shock due to poor adaptation and a reduction in durability of the friction engagement device.

[Brief description of the drawings]

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

FIG. 2 is a schematic block diagram showing an embodiment of the present invention.

FIG. 3 is a skeleton diagram showing a gear train of the apparatus of the embodiment.

FIG. 4 is a diagram showing an operation state of the friction engagement device of the gear train.

FIG. 5 is a flowchart showing a control flow for suppressing a change in output torque of the engine based on the response of the hydraulic control device.

FIG. 6 is a diagram showing a setting example for setting the engine torque change regulation width in multiple stages according to the oil temperature.

FIG. 7 is a diagram illustrating a setting example when setting a regulation width of change in engine torque in accordance with a battery voltage;

FIG. 8 is a flowchart showing a control flow for calculating an input torque of the automatic transmission.

FIG. 9 is a block diagram illustrating a relationship between an engine torque and an input torque of the automatic transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 7 ... Engine control computer, 8 ... Automatic transmission control computer, Brake B2, B3 ... Brake which makes clutch-to-clutch shift between 2nd speed and 3rd speed, 18 ... Hydraulic pressure sensor, 19: auxiliary sensor.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification code FI F16H 61/04 F16H 61/04 (72) Inventor Yasuo Hojo 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Masahiro Hayabuchi 10 Takane, Fujiimachi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Masahiko Ando 10 Takane, Fujiimachi, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (56) References JP-A-3-107551 (JP, A) JP-A-63-38624 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02D 45/00 330 F02D 45/00 310 B60K 41/06 F02D 29/00 F02D 41/04 310

Claims (5)

(57) [Claims] 1. An engine, an automatic transmission, and a hydraulic control device that generates a control oil pressure according to an output torque of the engine and switches an engagement state of a friction engagement device of the automatic transmission. An engine control device for a vehicle with an automatic transmission, comprising: means for determining whether or not the automatic transmission is performing a shift; means for determining control responsiveness of the hydraulic control device based on a state of the vehicle; Means for limiting a change in the output torque of the engine accompanying a driver's operation when the response is low in accordance with the control response of the hydraulic control device. Engine control device. 2. The engine according to a driver's operation during the shift.
The change in the output torque of the gin is
The means to limit when the response is low according to the response is
Depending on the driver's operation, depending on the control response of the pressure control device
A contract that regulates the range of change in engine output torque
The engine control device for a vehicle with an automatic transmission according to claim 1. 3. The hydraulic control device based on a state of the vehicle.
The means for determining the control responsiveness of the hydraulic control device is provided in the hydraulic control device.
The response of the hydraulic control device is determined according to the oil temperature of the
3. The automatic apparatus according to claim 1, wherein
Engine control device for vehicles with transmission. 4. The hydraulic control device based on a state of the vehicle.
The means for determining the control responsiveness of the battery
To determine the responsiveness of the hydraulic control device
The vehicle with an automatic transmission according to claim 1 or 2,
Engine control device. 5. A determination as to whether the automatic transmission is shifting gears.
Means is that the automatic transmission is performing a clutch-to-clutch shift.
5. The method according to claim 1, wherein the determination is made as to whether
Engine control device for vehicles with automatic transmissions.