JP4545033B2 - Integrated vehicle control system - Google Patents

Description

  A drive source capable of output control, an automatic transmission connected to the drive source and capable of shift control, an input rotation sensor for detecting input rotation of the automatic transmission, and an output rotation sensor for detecting output rotation of the automatic transmission And a controller that determines a control start timing and an end timing based on the gear ratio calculated from the input / output rotations and executes output control of the drive source and shift control of the automatic transmission in accordance with the timing. The present invention relates to an integrated control device.

  Some power trains recognize the gear ratio calculated from the input / output rotation of the automatic transmission as the gear ratio of the entire power train and control the transmission hydraulic pressure of the automatic transmission at a timing according to the gear ratio. Further, in a vehicle equipped with an automatic transmission, the shift shock is reduced by reducing the engine torque at the time of shifting based on the gear ratio. In this case, since it is necessary to calculate the gear ratio of the entire power train (automatic transmission), an input rotation sensor for detecting the input rotation of the automatic transmission and an output rotation for detecting the output rotation are included in the power train. And a sensor.

  However, for example, in the case of an FF vehicle, the output rotation sensor is provided on a rotating body called an idler shaft that drives and couples the output gear of the automatic transmission and the differential mechanism due to problems with the layout of the automatic transmission. Due to mechanical problems such as shaft runout, noise is picked up when detecting output rotation. FIG. 9 is a time chart showing the gear ratio PTratio with respect to time t. As shown in FIG. 9, when a detection error occurs due to noise, when the output rotation sensor signal is filtered, the actual value shown by the broken line is shown. Since the gear ratio PTratio (o) obtained by calculation with respect to the gear ratio PTratio is delayed as shown by the solid line, an accurate gear ratio cannot be calculated.

On the other hand, the value obtained by the rotation sensor is generally filtered in the controller to remove the error component caused by disturbance or the like (see, for example, Patent Document 1). .
JP 2000-52964 A

  Therefore, also in the field of automatic transmissions, the gear ratio can be calculated after removing the error component by filtering the value obtained by the input rotation sensor in the controller.

  However, when filtering the detected value from the output rotation sensor, the change in output rotation obtained from the sensor becomes less responsive to the actual change in output rotation. There will be a gap between the actual gear ratio. Such deviation is particularly noticeable when the change in output rotation is large, that is, when the acceleration is greatly accelerated. With respect to the timing at which the drive source and the automatic transmission should start (end) from the actual running state, It became clear that the timing at which control is actually started (finished) by the controller causes a response delay.

  The present invention has been made on the basis of the fact recognition described above, and even when a filter process is applied as a noise countermeasure to the detection value from the input / output rotation sensor of the automatic transmission, the noise countermeasure effect is not impaired. An object of the present invention is to provide a comprehensive control device for a vehicle that realizes shift control with a small shock and suitable for a running state even when a large change occurs in the rotation.

The invention according to claim 1 is a drive source capable of output control, a power train having an automatic transmission connected to the drive source and capable of shift control, an input rotation sensor for detecting input rotation of the automatic transmission, The output rotation sensor for detecting the output rotation of the automatic transmission and the control start timing and the end timing are determined based on the gear ratio calculated from the input / output rotations, and the output control of the drive source and the automatic shift are performed according to the timing. And a controller for executing a shift control of the machine, wherein the controller reads at least one of the vehicle acceleration, the vehicle speed, the input torque to the automatic transmission, and the throttle opening , with estimating at least one of the rotation change of the input rotation and output rotation, at least in accordance with the read value, determined a preset threshold value , A timing for starting the output control of the driving source, in which each and timing for starting the shift control of the automatic transmission, characterized in that a control timing changing means for changing the start timing based on the threshold value is there. In the present invention, the input rotation and output rotation refer to the number of rotations per unit time or period.

According to a second aspect of the present invention, in the first aspect, the control timing changing unit obtains a preset threshold value according to the read value , and terminates the output control of the drive source, and the shift of the automatic transmission. The control end timing is changed to an end timing based on the threshold value, respectively.

The invention according to claim 3 is that in claim 1 or 2, when the auto upshift is automatically upshifted according to the running state , the vehicle acceleration, vehicle speed, automatic At least one of an input torque to the transmission and a throttle opening is read to estimate a change in rotation of at least one of input rotation and output rotation of the automatic transmission .

According to a fourth aspect of the present invention, in the second aspect , when the auto upshift is automatically upshifted according to the running state , the vehicle acceleration, the vehicle speed, and the automatic transmission at the time of the autoupshift The rotation change of at least one of the input rotation and the output rotation of the automatic transmission is estimated from a combination of at least two of the input torque and the throttle opening .

The invention according to claim 5, in any one of claims 1 to 4, wherein the control timing changing means is characterized by comprising a data table having the threshold value as a condition for starting timing .

The invention according to claim 6, in claim 2 or 4, is characterized in that a data table having the threshold value as a condition of end timing.

The invention according to claim 7, in any one of claims 1 to 6, wherein the data table is provided with the data table having the threshold value as a condition for the timing of starting the output control of the driving source It is characterized by this. According to an eighth aspect of the present invention, in any one of the first to seventh aspects, the data table includes a data table having the threshold value which is a condition for timing of ending output control of the drive source. It is characterized by being.

The present invention, vehicle acceleration, vehicle speed, at least one reading of the input torque and the throttle opening degree to the automatic transmission, the estimating at least one of the rotation change of the input rotation and output rotation of the automatic transmission, the reading According to the value , at least a preset threshold value is obtained, and the timing for starting the output control of the drive source and the timing for starting the shift control of the automatic transmission are respectively changed to the start timing based on the threshold value . Even when a large change occurs in the rotation when the detected value from at least one of the input rotation sensor and the output rotation sensor is filtered, at least the output control of the drive source and the start timing of the shift control of the automatic transmission Is changed so that the output control of the drive source and the shift control of the automatic transmission should be started from the actual running state. Relative timing, does not occur actually control the timing for starting the response delay by the controller.

  Therefore, according to the present invention, even when a filter process is applied as a noise countermeasure to the detection value from the input / output rotation sensor of the automatic transmission, the noise countermeasure effect is not impaired, and a large change occurs in the rotation. However, it is possible to realize shift control that is small in shock and adapted to the running state.

In addition, in the present invention, a preset threshold value is obtained according to the read value , and the timing for ending the output control of the drive source and the timing for ending the shift control of the automatic transmission are each terminated based on the threshold value. If the timing is changed, when a large change occurs in the rotation, it is possible to realize a shift control with a smaller shock and in accordance with the running state.

Further, in the present invention, when the auto upshift shift is automatically upshifted according to the running state , the vehicle acceleration, the vehicle speed, the input torque to the automatic transmission, and the throttle opening at the time of the auto upshift shift are determined. By reading at least one, it is possible to estimate a rotation change of at least one of input rotation and output rotation of the automatic transmission . According to such a configuration, since the rotation change can be easily calculated from existing means, it is possible to eliminate waste of control due to newly providing other means.

In particular, in the case of an auto upshift that is automatically upshifted according to the running state , at least two of the vehicle acceleration, the vehicle speed, the input torque to the automatic transmission, and the throttle opening during the auto upshift By estimating the change in rotation of at least one of the input rotation and output rotation of the automatic transmission from the combination, the rotation change caused by various conditions is taken into consideration, so fine control is possible according to the driving state, and driving performance Will also improve. In particular , if the physical quantity is at least one of the input torque to the automatic transmission and the throttle opening, further fine control is possible and the driving performance is further improved.

Further, in the present invention, the controller, if Sonaere data table having a threshold value which is a condition for starting timing, by suppressing processing can eliminate unnecessary control. Further, the data table, when having a threshold as a prerequisite of the end timing, or, even if having a threshold as a prerequisite of the output control of the driving source, similarly, because the processing is suppressed, waste control Can be omitted.

  Hereinafter, an embodiment of a vehicle integrated control apparatus according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic view showing a comprehensive control apparatus for a vehicle which is an embodiment of the present invention, and FIG. 2 is a longitudinal sectional view showing an automatic transmission employing the apparatus of the present embodiment.

  In FIG. 1, reference numeral 1 denotes an engine which is a drive source. In addition to reference numeral 1a, an engine control element necessary for engine control, such as an injector for controlling fuel injection, a spark plug, and a throttle valve, is collected as one unit. As shown. The injector, spark plug, and throttle valve in the engine control element built-in unit 1a can be controlled by the engine controller 100, thereby performing fuel injection control, ignition timing control, intake angle control, etc. The output (torque) can be controlled to decrease.

  Reference numeral 2 denotes an automatic transmission connected to the engine 1, and FIG. 2 shows a longitudinal section thereof. This automatic transmission 2 has elements arranged in parallel on three axes of a drive axis O1, an intermediate axis O2, and a driven axis O3. On the drive axis O 1, a lockup type torque converter 10 to which power from the engine 1 is input, an oil pump P drivingly coupled to a pump impeller 11 of the torque converter 10, and a turbine runner 12 of the torque converter 10, A transmission mechanism 30 that is drive-coupled via the input shaft S1 is disposed, and an idler shaft S2 having a first idler gear G2 that meshes with the output gear G1 of the transmission mechanism 30 is disposed on the intermediate axis O2. The idler shaft S2 has a second idler gear G3 at a position opposite to the first idler gear G2, and is drive-coupled to a differential gear 40 disposed on the driven axis O3 via a final gear G4 meshing with the second idler gear G3. .

  The speed change mechanism 30 is a high gear that fastens and opens between the two planetary gear mechanisms 31, 32 disposed forward and backward along the drive axis O1 and the sun gear 31s of the front planetary gear mechanism 31 and the input shaft S1. The clutch C1, the reverse clutch C2 that engages / releases the input shaft S1 and the rotating drum 33, the brake band B that engages / releases the rotating drum 33 to / from the power train case 2a, and the front planetary gear mechanism 31 A low one-way clutch OWC1 for attaching the carrier 31c to the power train case 2a, and a forward clutch C3 for fastening and releasing between the ring gear 32r of the rear planetary gear mechanism 32 and the rotary drum 34 fixed to the output gear G1; , An overlapper that engages / releases between the carrier 32c of the rear planetary gear mechanism 32 and the rotating drum 34 via a one-way clutch OWC2. Clutch C4 and a low and reverse brake C5 for fastening and releasing the rotating drum 34 to and from the power train case 2a.

  The automatic transmission 2 has a first rotation sensor 3 for detecting the rotational speed N1 of the forward clutch C1 at a position (not shown) near the forward clutch C1, and the idler shaft S2 has a vehicle speed detection gear Gs. Is integrally provided, and the rotation speed N2 of the vehicle speed detection gear Gs is detected by the second rotation sensor 4 fixed to the power train case 2a.

  Each element of the lockup type torque converter 10 and the speed change mechanism 30 is controlled by hydraulic pressure. For this reason, as shown in FIG. 1, the comprehensive control apparatus according to the present embodiment includes a control valve unit including a plurality of control valves (not shown) for supplying hydraulic pressure to each element of the torque converter 10 and the transmission mechanism 30. 7 is provided. Each control valve in the control valve unit 7 is controlled by a command from the transmission controller 200.

  Both the engine controller 100 and the transmission controller 200 are ICs (integrated circuits) such as a microcomputer having high-speed computing capability, and are bidirectionally communicated. The transmission controller 200 also receives a signal from the first rotation sensor 3 that detects the rotation speed N1 of the forward clutch C1 and a second rotation sensor 4 that detects the rotation speed N2 of the vehicle speed detection gear Gs. Signal, signal from the acceleration sensor 5 for detecting the acceleration A of the vehicle, signal from the throttle opening sensor 6 for detecting the opening TH of the throttle valve in the engine unit 1a, transmission input torque from the engine controller 100 Other signals related to the engine (engine speed, fuel injection time, etc.) are input.

  In this embodiment, the transmission controller 200 sets the rotation speed N1 detected by the rotation sensor 3 as the input rotation speed Ni of the automatic transmission 2, and performs a filtering process described later on the rotation speed N2 detected by the rotation sensor 4. The output rotational speed No of the automatic transmission 2 is set. As a result, the transmission controller 200 grasps the current traveling state based on inputs from the various sensors 3 to 6, and determines the hydraulic pressure supplied to the torque converter 10 and the transmission mechanism 30 via the control valves of the control valve unit 7. Shift control is realized by appropriate control.

  Here, the rotation sensor 4 estimates the output rotation speed No of the automatic transmission 2 from the vehicle speed detection gear Gs provided on the idler shaft S2, but picks up noise when a vibration or the like occurs in the idler shaft S2. Since there is a possibility, it is preferable that the transmission controller 200 performs a filtering process on the value N2 detected from the rotation sensor 4 to calculate the output rotation speed No.

  However, when the detected value N2 from the rotation sensor 4 is filtered, if the rotation change of the idler shaft S2 is large due to vehicle acceleration or the like, the rotation change obtained from the rotation sensor 4 becomes an actual rotation change in the idler shaft S2. On the other hand, the response becomes dull.

  For this reason, a deviation occurs between the gear ratio PTratio (o) obtained from the rotation sensor 4 and the actual gear ratio PTratio, and the shift hydraulic pressure control for controlling the shift of the automatic transmission 30 is started from the actual running state ( The engine controller 100 and the transmission controller 200 actually perform torque-down control and shift at the timing to be finished) and the timing at which torque-down control for the engine 1 is to be started (finished) in order to reduce this shift shock. There may be a response delay in the timing of starting (ending).

  Therefore, in the present embodiment, using the transmission controller 200, the rotational change of the output rotational speed No of the automatic transmission 2 is changed into the vehicle acceleration A, the vehicle speed VSP, and the transmission input torque Tin that is the input torque to the automatic transmission 2. And the throttle opening degree TVO, and in accordance with the estimation, the threshold value Ps, which is a condition for starting the control over the transmission pressure P governing the shift of the automatic transmission 2, and the control over the transmission pressure P are terminated. The threshold value Pe as a timing condition is changed.

  First, FIGS. 3A and 3B are flowcharts illustrating a method for calculating the input rotational speed Ni and the output rotational speed No of the automatic transmission 2, respectively, and FIG. 3C is an acceleration of the vehicle. It is a flowchart which illustrates the calculation method of A.

  In FIG. 3A, in step 10, it is determined whether or not a signal indicating the rotational speed N1 of the forward clutch C1 is input from the rotation sensor 3 to the transmission controller 200. If there is an input from the rotation sensor 3, The detected value N1 is calculated as the input rotational speed Ni of the automatic transmission 2 in step 11. Note that this flow is always calculated at regular intervals. If there is no input from the rotation sensor 3 in step 10, the flow is terminated as it is, and the presence or absence of input from the rotation sensor 3 is again determined in step 10. judge.

  On the other hand, in FIG. 3B, in step 20, it is determined whether or not a signal indicating the rotation speed N2 of the vehicle speed detection gear Gs is input from the rotation sensor 4 to the transmission controller 200. Then, after calculating the output rotational speed N2 in step 21 from the detected value, the rotational speed N2 is filtered in step 22, and this rotational speed is set as the output rotational speed No of the automatic transmission 2. To do. It is assumed that this flow is also always calculated at regular intervals. If there is no input from the rotation sensor 4 in step 20, the process is terminated as it is, and the presence or absence of input from the rotation sensor 4 is determined again in step 20. judge.

  In FIG. 3C, it is determined in step 30 whether a signal indicating vehicle acceleration is input from the acceleration sensor 5 to the transmission controller 200. If there is an input from the acceleration sensor 5, the detected value Is calculated as acceleration A in step 31. Note that this flow is also always calculated at regular intervals. If there is no input from the acceleration sensor 5 in step 30, the process is terminated, and the presence or absence of input from the acceleration sensor 5 is again determined in step 30. judge. Further, the throttle opening TVO is also calculated according to the same flow as in FIG. 3C based on the detected value from the throttle opening sensor 6 as shown in FIG.

  As for the transmission input torque Tin, for example, the speed ratio e (= Ne / Ni) is obtained from the engine rotational speed Ne obtained by the engine controller 100 and the input rotational speed Ni calculated in FIG. The speed ratio e is calculated from the torque coefficient specific to the torque converter 10.

  FIG. 4 is a flowchart illustrating a method for calculating the gear ratio PTratio (o) of the automatic transmission 2 as a whole used for torque reduction control of the engine 1 and transmission pressure control of the transmission mechanism 30.

  In FIG. 4, it is determined in step 40 whether or not the input rotational speed Ni and the output rotational speed No calculated in FIG. 3 have been input to the transmission controller 200. If there are inputs of the input / output rotational speeds Ni and No, In step 41, the rotation ratio r (= Ni / No) is calculated from the input / output rotational speeds Ni and No. The gear ratio PTratio (o) is calculated by performing disturbance compensation or the like on the rotation ratio r in step 42. It should be noted that this flow is also always calculated at regular intervals. If there is no input / output rotational speed Ni, No at step 40, the process is terminated, and the input / output rotational speed Ni is again performed at step 40. , No is determined.

  Incidentally, the vehicle speed VSP may be calculated from the output rotation speed No calculated in step 21 in FIG. 3B as it is, but in this embodiment, the vehicle speed VSP is calculated as follows. Yes.

  FIG. 5 is a flowchart illustrating a method for calculating the vehicle speed VSP.

In FIG. 5, it is determined in step 50 whether or not the vehicle speed VSP has been calculated within a preset sampling cycle. When the calculation of the vehicle speed VSP is confirmed, in step 51, the vehicle speed calculated in the sampling cycle is determined. An average value VA of VSP is obtained, and this average value VA is set as a calculation vehicle speed Vo described later. On the other hand, if the calculation of the vehicle speed VSP is not confirmed within the sampling period in step 50, a preset vehicle speed Vset is adopted as the calculation vehicle speed Vo in step 52. Accordingly, in step 53, the vehicle speed VSP used for various actual controls is calculated using the calculation vehicle speed Vo and the vehicle speed VSP (= Vold) calculated later.
VSP = α × Vo + (1−α) × Vold (1)
As shown in the above equation (1), the vehicle speed VSP is subjected to a filter process using a preset weighting coefficient α (0 <α <1). As a result, the vehicle speed VSP from which noise generated during detection from the rotation sensor 4 is removed can be calculated.

In step 54, the vehicle speed VSP obtained in step 53 is stored as the previously calculated vehicle speed Vold in order to be used for the next calculation in step 53. It is assumed that this flow is always calculated at regular intervals.
0

  FIG. 6 is a flowchart for explaining the control contents for changing the start timing and the end timing of the shift pressure control of the automatic transmission 2.

  In FIG. 6, after the physical quantities of the vehicle speed VSP, the throttle opening TVO, the transmission input torque Tin, and the vehicle acceleration A are read in Step 60, automatic shifting is performed using the data table shown in FIG. The threshold value Ps, which is a timing condition for starting the control related to the transmission pressure P that controls the speed change of the machine 2, and the threshold value Pe, which is a timing condition for terminating the control related to the transmission pressure P, are changed.

  Here, in order to facilitate understanding of a method for changing the start timing and end timing of the hydraulic control, for example, a case where only the acceleration A is used will be described.

In this case, in the data table of FIG. 7, the acceleration A is divided into a plurality of A1 to An (n = 1, 2,...) Along the vertical direction, and as n increases, for example, A1 = 0 (km / s ² ), A 2 = 10 (km / s ² ), A 3 = 20 (km / s ² )...

On the other hand, the threshold value Ps (msec), which is a condition for timing of starting the hydraulic control, corresponds to the accelerations A1, A2, A3,... Ps (1), Ps (2),. In this embodiment, for example, threshold values Ps (3), Ps (2), Ps (1), and Ps (0) less than A4 = 40 (km / s ² ) are all constants P1 (msec ), And thresholds Ps (4), Ps (5)... Ps (n) of A4 = 40 (km / s ² ) or more are all constants P2 (<P1) (msec).

  That is, under the conditions relating to this explanation, in a relatively small acceleration state where the acceleration A is less than the predetermined value A4, the threshold value Ps of the hydraulic control start timing is Ps = P1, but the acceleration A is equal to or greater than the predetermined value A4. In order to speed up the start timing of the hydraulic control, it is estimated that a large change occurs in the output rotation speed No subjected to the filter processing and a delay occurs in the start timing of the hydraulic control. The threshold value Ps, which is a condition for the start timing, can be changed to a small value Ps = P2.

Similarly, the threshold value Pe (msec), which is a condition for ending the hydraulic pressure control, corresponds to the accelerations A1, A2, A3,... Pe (1), Pe (2),. In this embodiment, for example, threshold values Pe (3), Pe (2), Pe (1) less than A4 = 40 (km / s ² ) are all constants P3 (msec), and A4 = 40 The threshold values Pe (4), Pe (5)... Pe (n) equal to or greater than (km / s ² ) are all assumed to be constants P4 (<P3) (msec).

  That is, under the conditions relating to this explanation, in a relatively small acceleration state where the acceleration A is less than the predetermined value A4, the threshold Pe of the hydraulic control end timing is Pe = P3, but the acceleration A is equal to or greater than the predetermined value A4. When the acceleration becomes a large state, it is estimated that a large change occurs in the filtered output rotational speed N2 and the hydraulic control start timing is delayed, and the hydraulic control finishes in order to speed up the hydraulic control end timing. The threshold value Pe as a timing condition can be changed to a small Pe = P4.

  Hereinafter, in the data table of FIG. 7, the values θ1 to θn of the throttle opening TVO or the values T1 to Tn of the transmission input torque Tin, the start threshold value Ps and the end threshold value Pe are set to the output rotation speed N2 with the acceleration A alone. If the change is arranged in the same manner as in the case where the change is estimated, as in the case where the acceleration A is used alone as described above, the output rotational speed No is calculated from each physical quantity, the throttle opening TVO, and the values T1 to Tn of the transmission input torque Tin. The change of the output rotation speed No is estimated from any of the above, and the start threshold value Ps and the end threshold value Pe can be changed according to the estimation.

  In an auto upshift that is automatically upshifted according to the travel state calculated from the throttle opening TVO and the vehicle speed VSP, the vehicle speed VSP directly corresponds to the change in the output speed No. Can be estimated by the vehicle speed VSP.

  Also in this case, in the data table of FIG. 7, the vehicle speed VSP is divided into a plurality of V1 to Vn (n = 1, 2,...) Along the vertical direction, and as n increases, for example, V1 = The value of the vehicle speed V is also increased as 0 (km / s), V2 = 10 (km / s), V3 = 20 (km / s).

  On the other hand, the threshold value Ps (msec), which is a condition for starting the hydraulic pressure control, corresponds to the vehicle speeds V1, V2, V3,... Ps (1), Ps (2),. In this embodiment, for example, threshold values Ps (3), Ps (2), and Ps (1) less than V4 = 40 (km / s) are all constants P1 (msec), and V4 = 40. Threshold values Ps (4), Ps (5)... Ps (n) equal to or greater than (km / s) are all set to a constant P2 (<P1) (msec).

  That is, even in the auto upshift, under the conditions related to this description, the threshold value Ps of the hydraulic control start timing is Ps = P1 in a relatively low acceleration state where the vehicle speed V is less than the predetermined value V4. When the acceleration becomes large such that V is equal to or greater than the predetermined value V4, it is estimated that a large change occurs in the filtered output rotational speed No and a delay occurs in the hydraulic control start timing, and the hydraulic control start timing is determined. In order to speed up, the threshold value Ps, which is a condition for the start timing of the hydraulic control, can be changed to a small value Ps = P2.

  Further, the threshold value Pe, which is a condition for timing of ending the hydraulic pressure control, is also given as Pe (1), Pe (2),... Pe (n) corresponding to each vehicle speed V1, V2, V3. However, in this embodiment, for example, threshold values Pe (3), Pe (2), Pe (1), and Pe (0) below V4 = 40 (km / s) are all constants P3 (msec), and V4 = 40 Threshold values Pe (4), Pe (5)... Pe (n) equal to or greater than (km / s) are all set to a constant P4 (<P3) (msec).

  That is, under the conditions relating to this explanation, in a relatively small acceleration state where the vehicle speed V is less than the predetermined value V4, the hydraulic control end timing threshold Pe is Pe = P3, but the vehicle speed V is equal to or greater than the predetermined value V4. When the acceleration becomes a large state, it is estimated that a large change occurs in the filtered output rotational speed N2 and the hydraulic control end timing is delayed, and the hydraulic control start is started in order to accelerate the hydraulic control start timing. The threshold value Pe as a timing condition can be changed to a small Pe = P4.

  By using such a data table, the vehicle speed VSP, transmission input torque Tin, throttle opening TVO, vehicle acceleration A, threshold values Ps and Pe at the time of auto upshift are appropriately changed, and the vehicle speed at the time of auto upshift is changed. If at least two of VSP, transmission input torque Tin, throttle opening TVO, and vehicle acceleration A are combined, in step 61 of FIG. 6, the case where the output rotational speed No greatly changes from each physical quantity is estimated. The start threshold value Ps and the end threshold value Pe of the shift pressure control can be changed according to the estimation.

  Next, in FIG. 6, after the gear ratio PTratio (o) calculated in FIG. 4 is read in step 62, the start threshold value Ps obtained from the data table of FIG. A command is issued to start the hydraulic control at the timing to perform the command, and the command is terminated at a timing that uses the termination threshold value Pe as a condition. That is. In step 63, control of each control valve built in the control valve unit 7 to start shifting the automatic transmission 2 is started at the timing of the threshold value Ps, and then ended at the timing of the threshold value Pe.

  On the other hand, the engine controller 100 also changes the start timing and end timing of the torque reduction control of the engine 1 according to the same flow as in FIG. Therefore, referring to FIG. 6, the engine controller 100 shares the information with the transmission controller 200. Therefore, after reading each physical quantity in step 60, the data shown in FIG. Using a table, a threshold value ts which is a timing condition for starting torque-down control for the purpose of reducing shift shock and a threshold value te which is a timing condition for ending the torque-down control are changed.

  Here, in order to facilitate understanding of a method of changing the start timing and end timing of the torque down control, a case where only the acceleration A is used will be described.

Also in this case, in the data table of FIG. 8, the acceleration A is divided into a plurality of A1 to An (n = 1, 2,...) Along the vertical direction, and as n increases, for example, The value of the acceleration A is also increased as A1 = 0 (km / s ² ), A2 = 10 (km / s ² ), A3 = 20 (km / s ² ).

On the other hand, the threshold value ts (msec), which is a condition for starting the torque-down control, corresponds to each acceleration A1, A2, A3,..., Ps (1), Ps (2),. In this embodiment, for example, threshold values ts (3), Ps (2), Ps (1), and Ps (0) less than A4 = 40 (km / s ² ) are all constants t1 ( msec), and thresholds ts (4), Ps (5)... Ps (n) of A4 = 40 (km / s ² ) or more are all constants t2 (<P1) (msec).

  That is, under the conditions relating to this explanation, in the relatively small acceleration state where the acceleration A is less than the predetermined value A4, the threshold value ts of the torque down control start timing is ts = t1, but the acceleration A is the predetermined value A4. In order to speed up the start timing of the torque down control by estimating that a large change occurs in the output rotation speed No subjected to the filter processing and a delay occurs in the start timing of the torque down control when the acceleration is large as described above. The threshold value ts, which is the condition for the start timing of the torque down control, can be changed to a small value ts = t2.

Further, the threshold te (msec), which is a condition for ending the torque-down control, also corresponds to the accelerations A1, A2, A3,..., Te (1), te (2),. In this embodiment, for example, threshold values te (3), te (2), and te (1) less than A4 = 40 (km / s ² ) are all constants t3 (msec), and A4 = 40 The thresholds te (4), te (5)... te (n) above (km / s ² ) are all constants t4 (<t3) (msec).

  That is, under the conditions relating to this explanation, in a relatively small acceleration state where the acceleration A is less than the predetermined value A4, the threshold te of the end timing of the torque reduction control is te = t3, but the acceleration A is the predetermined value A4. When the acceleration becomes large as described above, it is estimated that a large change occurs in the output rotation speed No subjected to the filter processing and a delay occurs in the start timing of the torque down control, and in order to speed up the end timing of the torque down control, The threshold te, which is a condition for the end timing of the torque down control, can be changed to a small te = t4.

  Also in the data table of FIG. 8, the values θ1 to θn of the throttle opening TVO or the values T1 to Tn of the transmission input torque Tin, the start threshold value ts and the end threshold value te, and the change in the output speed N2 with the acceleration A alone. As in the case where the acceleration A is used alone as described above, the output rotational speed No is calculated from each physical quantity, the throttle opening TVO, and the values T1 to Tn of the transmission input torque Tin. The change of the output rotation speed No is estimated from either of them, and the start threshold value ts and the end threshold value te can be changed according to the change of the output rotation speed N2 according to the estimation.

  Further, in an auto upshift that is automatically upshifted according to the travel state calculated from the throttle opening TVO and the vehicle speed VSP, the vehicle speed VSP directly corresponds to the change in the output speed N2, and therefore the output speed No. Can be estimated by the vehicle speed VSP.

  Also in this case, in the data table of FIG. 8, the vehicle speed VSP is divided into a plurality of V1 to Vn (n = 1, 2,...) Along the vertical direction, and as n increases, for example, V1 = The value of the vehicle speed V is also increased as 0 (km / s), V2 = 10 (km / s), V3 = 20 (km / s).

  On the other hand, the threshold value ts (msec), which is a condition for timing for starting the torque-down control, corresponds to each vehicle speed V1, V2, V3,..., Ts (1), ts (2),. In this embodiment, for example, threshold values ts (3), ts (2), and ts (1) below V4 = 40 (km / s) are all constants t1 (msec), and V4 = Threshold values ts (4), ts (5)... Ts (n) of 40 (km / s) or more are all constants t2 (<t1) (msec).

  That is, even in the auto upshift, under the conditions relating to this description, the threshold value ts of the torque down control start timing is ts = t1 in a relatively small acceleration state where the vehicle speed V is less than the predetermined value V4. When the vehicle speed V reaches a predetermined value V4 or higher and acceleration is large, it is estimated that a large change occurs in the filtered output rotation speed No and a delay occurs in the torque down control start timing, and the torque down control starts. In order to speed up the timing, the threshold value ts which is a condition for the start timing of the torque down control can be changed to a small value ts = t2.

  Further, the threshold value te (msec) as a condition for ending the torque-down control also corresponds to te (1), ts (2),... Ts (corresponding to each vehicle speed V1, V2, V3. n). In this embodiment, for example, threshold values te (3), te (2), te (1) below V4 = 40 (km / s) are all constants t3 (msec), and V4 = 40 ( The thresholds te (4), te (5)... te (n) equal to or greater than km / s are all constants t4 (<t3) (msec).

  That is, under the conditions relating to this explanation, in a relatively small acceleration state where the vehicle speed V is less than the predetermined value V4, the threshold te of the end timing of the torque reduction control is te = t3, but the vehicle speed V is the predetermined value V4. When the acceleration becomes large as described above, it is estimated that a large change occurs in the output rotation speed N2 subjected to the filter processing and a delay occurs in the end timing of the torque down control, and in order to speed up the start timing of the torque down control, The threshold te, which is a condition for the start timing of the down control, can be changed to a small te = t4.

  In the data table according to the present embodiment, the set values of the vehicle speed VSP, the transmission input torque Tin, the throttle opening TVO, the vehicle acceleration A, the threshold values Ps, and Pe at the time of the auto upshift are appropriately changed to perform the auto upshift. If at least two of the vehicle speed VSP, the transmission input torque Tin, the throttle opening TVO, and the vehicle acceleration A at the time of shifting are combined, the output rotational speed No greatly changes from each physical quantity in step 61 of FIG. And the start threshold value ts and the end threshold value te of the torque-down control can be changed according to the estimation.

  Next, the engine controller 100 reads the gear ratio PTratio (o) calculated in FIG. 4 in step 62 in FIG. 6, and then in step 63, the start threshold value obtained from the data table in FIG. 8 in step 61. A command is issued to start the hydraulic control at a timing that is ts, and the command is terminated at a timing that is a condition that is the end threshold te. That is, in step 63, control of each engine control element of the built-in unit 1a is started at the timing of the threshold ts to execute torque-down control of the engine 1, and then is ended at the timing of the threshold te.

As apparent from the above, the present invention uses the data table of FIG. 7 to read at least one of the vehicle acceleration A, the vehicle speed VSP, the transmission input torque Tin, and the throttle opening TVO, and while estimating at least the rotation change of the output rotation No of input rotation Ni and the output rotational No, at least in accordance with the read value, obtains a threshold Ps set in advance, it starts to control the shift hydraulic pressure that governs shifting of the automatic transmission 2 And the timing for starting the torque-down control in the engine 1 for the purpose of reducing the shock during the shift are respectively changed to the start timing based on the threshold value Ps, so that the input rotation sensor 3 and the output rotation sensor 4 Even if a large change occurs in the rotation speed No when the detected value from at least one of the above is filtered At least the start timing of engine torque control and transmission hydraulic pressure control is changed, so that the engine controller 100 and the transmission controller 200 actually perform the torque down control and transmission hydraulic control from the actual running state. The timing at which the control starts does not cause a response delay.

  Therefore, according to the present embodiment, even when the detection value from the input / output rotation sensors 3 and 4 of the automatic transmission 2 is subjected to filter processing as a noise countermeasure, the noise reduction effect is not impaired, and the rotation speed No. Even if a large change occurs, shift control can be realized with less shock and in accordance with the running state.

In addition, the present embodiment, using the data table of FIG. 8, obtains a threshold value Pe set in advance in accordance with the read value, and when to end the torque down control, and a timing to end the shift hydraulic pressure control respectively, the threshold value Pe to change to the end timing based on, when a large change occurs in such a rotational speed No, the shock can be realized shift control in conformity to the running state even smaller.

Further, as in the present embodiment , when the auto upshift is automatically upshifted according to the driving state , the vehicle acceleration A, the vehicle speed VSP, the transmission input torque Tin, and the throttle opening during the auto upshift It is possible to read at least one of the TVOs and estimate a change in the output rotation speed No. According to such a configuration, since the change in the output rotation speed No can be easily calculated from the existing means, it is possible to eliminate wasteful control due to newly providing other means.

In particular, as in this embodiment, when an auto-upshift is automatically up-shifted in accordance with the traveling state, the acceleration A, the vehicle speed VSP when the auto upshift, the transmission input torque Tin and the throttle opening degree If the rotational change of the output rotation No is estimated from a combination of at least two TVOs, changes in the output rotation speed No caused by various conditions are taken into account, so fine control is possible according to the driving state, and driving performance Will also improve. In particular, if the physical quantity is at least one of the transmission input torque Tin and the throttle opening TVO, finer control is possible and the driving performance is further improved.

  Further, as in the present embodiment, the engine controller 100 and the transmission controller 200, as shown in FIGS. 7 and 8, are at least a physical quantity for estimating the rotational change of the output rotational speed No. A data table having threshold values Ps and ts which are conditions for starting the torque down control and the shift hydraulic pressure control set according to the vehicle speed VSP, the transmission input torque Tin, the throttle opening TVO or the acceleration / deceleration A of the vehicle is provided. For example, wasteful control can be eliminated by suppressing the arithmetic processing. In addition, the data tables of FIGS. 7 and 8 indicate the vehicle speed VSP, the transmission input torque Tin, the throttle opening TVO, or the acceleration / deceleration A of the vehicle at the time of the upshift auto-upshift to estimate the change in the output rotation speed No. Similarly, in the case of having threshold values Pe and te that are conditions for ending torque-down control and transmission hydraulic pressure control that are set accordingly, the calculation process is similarly suppressed, so that waste of control can be eliminated.

  The above description shows preferred forms of the present invention, but those skilled in the art can make various modifications within the scope of the claims. For example, although the present embodiment has been described with respect to the rotation change at the time of acceleration, it may be adopted at the rotation change at the time of deceleration. In this case, when the rotation change of the rotation sensors 3 and 4 is estimated by the vehicle speed VSP, the vehicle speed VSP used for the estimation is the vehicle speed at the time of the automatic downshift that is automatically downshifted according to the traveling state. .

  In the present embodiment, the present invention has been described with respect to the output rotation speed No of the automatic transmission 2, but the output rotation of the automatic transmission 2 may be replaced with the output cycle of the rotation sensors 3 and 4. In the present embodiment, the output rotation speed No calculated by the rotation sensor 4 is filtered. However, the input rotation speed Ni calculated by the rotation sensor 3 is filtered. In this case, the present invention can also be applied to the case where the input / output rotation speeds Ni and No calculated by the rotation sensors 3 and 4 are filtered.

  Although the present invention has been described with reference to the engine as the drive source, it may be a hybrid vehicle using a motor together, and the configuration of the automatic transmission 2 is not limited to a stepped transmission such as a Ravigneaux planetary gear mechanism or the like. Also, it can be applied to a continuously variable transmission such as a belt type or a toroidal type. Further, the engine controller and the transmission controller may be configured as one controller without being separated from each other.

It is the schematic which shows one form of the comprehensive control apparatus of the vehicle which is this invention. It is a longitudinal cross-sectional view which shows the power train concerning the form. (A)-(c) is the flowchart which illustrates the calculation method of the input rotation speed of an automatic transmission, and an output rotation speed, and the calculation method of the acceleration of a vehicle, respectively in the same form. 4 is a flowchart illustrating a method of calculating a gear ratio PTratio (o) as a whole power train used for engine torque-down control and shift pressure control of an automatic transmission in the embodiment. It is a flowchart which illustrates the calculation method of vehicle speed VSP in the form. FIG. 6 is a flowchart for explaining the control content for changing the shift pressure control of the automatic transmission or the start timing and end timing of engine torque down control in the same embodiment. 4 is a data table for calculating threshold values that are conditions for the start timing and end timing of shift pressure control of an automatic transmission in the embodiment. 4 is a data table for calculating a threshold value that is a condition for start timing and end timing of engine torque reduction control in the same embodiment. FIG. 6 is a time chart showing an actual gear ratio PTratio with respect to time t and a gear ratio PTratio (o) calculated by filtering the detected value from the rotation sensor.

Explanation of symbols

1 engine
1a Engine control element built-in unit 2 Automatic transmission 3 First rotation sensor (input rotation sensor)
4 Second rotation sensor (output rotation sensor)
5 Acceleration sensor 6 Throttle opening sensor 7 Control valve unit
30 Transmission mechanism
100 engine controller
200 Transmission controller

Claims (8)

A drive source capable of output control, an automatic transmission connected to the drive source and capable of shift control, an input rotation sensor for detecting input rotation of the automatic transmission, and an output rotation sensor for detecting output rotation of the automatic transmission And a controller that determines a control start timing and an end timing based on the gear ratio calculated from the input / output rotations and executes output control of the drive source and shift control of the automatic transmission in accordance with the timing. In the overall control unit,
To the controller, vehicle acceleration, vehicle speed, at least one reading of the input torque and the throttle opening degree to the automatic transmission, the estimating at least one of the rotation change of the input rotation and output rotation of the automatic transmission, the reading Control timing for obtaining at least a preset threshold value according to the value and changing the timing for starting the output control of the drive source and the timing for starting the shift control of the automatic transmission to the start timing based on the threshold value, respectively. A vehicle overall control apparatus comprising a changing means. The control timing changing means obtains a preset threshold value according to the read value , and the timing for ending the output control of the drive source and the timing for ending the shift control of the automatic transmission are each based on the threshold value. The comprehensive control apparatus for a vehicle according to claim 1, wherein the control is changed to an end timing. In the case of an auto upshift that is automatically upshifted according to the driving state , at least one of the vehicle acceleration, the vehicle speed, the input torque to the automatic transmission, and the throttle opening during the auto upshift is read. The total control apparatus for a vehicle according to claim 1, wherein a change in rotation of at least one of input rotation and output rotation of the automatic transmission is estimated. In the case of an auto upshift that is automatically upshifted according to the running state , the vehicle acceleration, the vehicle speed, the input torque to the automatic transmission, and the throttle opening at the time of the auto upshift The overall control apparatus for a vehicle according to claim 3, wherein a change in rotation of at least one of input rotation and output rotation of the automatic transmission is estimated. The comprehensive control apparatus for a vehicle according to any one of claims 1 to 4 , wherein the control timing changing unit includes a data table having the threshold value which is a condition of start timing . Said control timing changing means, the general control unit for a vehicle according to claim 2 or 4, characterized in that it comprises a data table having the threshold value as a condition of end timing. The data table is overall a vehicle according to any one of claims 1 to 6, characterized in that comprises a data table having the threshold value as a condition for the timing of starting the output control of the driving source Control device. 8. The overall vehicle according to claim 1, wherein the data table includes a data table having the threshold value which is a condition for timing of ending output control of the drive source. 9. Control device.

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