JPH0337471A - Automatic transmission control device of internal combustion engine with supercharger - Google Patents

Abstract

PURPOSE:To carry out an optimum transmission control regardless of the supercharging pressure by correcting and controlling at least either one of the line pressure of the line pressure feeding device of the transmission operation of a transmission operation device responding to the overcharging pressure. CONSTITUTION:A transmission device D controls selectively the operation of operation pressure feeding device B1-Bn to which a line pressure from a line pressure feeding device C is fed, and operates responding transmission elements A1-An to carry out a specific transmission. In this case, the supercharging pressure at the lower stream of a supercharger is detected by a supercharging pressure detecting device E, and a correcting device F corrects and controls at least either one of the line pressure of the line pressure feeding device C or the transmission operation of the transmission operation device D depending on the detected supercharging pressure. In such a way, an optimum transmission control can be carried out regardless of the supercharging pressure, and the generation of transmission shocks can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an automatic transmission control device for a supercharged internal combustion engine.

<Prior Art> In general, automatic transmission control devices for vehicles search for a shift point from a shift map based on the opening of a throttle valve (hereinafter referred to as throttle opening) and vehicle speed, and perform the shifting operation of an automatic transmission. I try to do this.

In addition, the pressure of the hydraulic oil used to operate each transmission element of the automatic transmission is also changed, so the line pressure supplied to each transmission element is changed in accordance with the throttle opening. .

<Problems to be Solved by the Invention> However, in such conventional automatic shift control devices, the shift operation is performed based on the throttle opening and vehicle speed, so in those equipped with a supercharger, the following problems occur. There is a problem.

In other words, even if the throttle opening is the same, the output torque will vary greatly due to the turbine response delay and boost pressure control. Therefore, if you shift gears based on the throttle opening, you will not be able to perform optimal gear shifting operations, and the shifting performance will be affected. There is a problem that the ring deteriorates.

Also, in line pressure control, the output torque differs between supercharging and non-supercharging, so if the line pressure is set to the optimal value when non-supercharging, the clutch engagement force will be weaker during supercharging, which will increase the durability of the clutch. On the other hand, if the line pressure is set to the optimal value during supercharging, a shift shock will occur during non-supercharging.

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide an automatic shift control device for a supercharged internal combustion engine that can perform optimal shift control regardless of supercharging pressure.

<Means for Solving the Problem> For this reason, the present invention, as shown in FIG. Working pressure supply means B1 to Bn for supplying working pressure to the elements A1 to A, respectively; line pressure supply means C for supplying line pressure to the working pressure supply means B1 to B for supplying these working pressures, respectively; A shift operation means for operating the operating pressure supply means B1 to B in accordance with a target shift stage, and a supercharging pressure detection means E for detecting the supercharging pressure downstream of the supercharger;
The line pressure supply means C according to the detected supercharging pressure.
and a correction means F for correcting and controlling at least one of the line pressure and the speed change operation of the speed change operation means.

<Operation> In this way, by correcting and controlling at least one of the line pressure and the shift operation according to the boost pressure, it is possible to perform optimal shift control regardless of the boost pressure.

<Example> An example of the present invention will be described below based on FIGS. 2 to 8.

In FIG. 2, a throttle valve 3 is installed in an intake passage 2 of an engine 1, and a compressor rotor 4A of an exhaust turbo supercharger 4 is installed in the intake passage 2 upstream of the throttle valve 3. The compressor rotor 4A is axially connected to a turbine rotor 4B, and the turbine rotor 4B is rotationally driven by the exhaust flow. An exhaust bypass passage 5 is provided that bypasses the turbine rotor 4B.
A waste gate valve 6 is installed in the .

The engine control device 7 receives an intake air flow detection signal from an air flow meter 8 and an intake pressure sensor 9 as a supercharging pressure detection means for detecting intake pressure downstream of the compressor rotor 4A (hereinafter referred to as supercharging pressure). An intake pressure detection signal from the throttle sensor 10 and a throttle opening detection signal from the throttle sensor 10 are input. The engine control device 7 controls opening and closing of the wastegate valve 6 based on an intake pressure detection signal from an intake pressure sensor 9.

FIG. 4 shows an automatic transmission for a vehicle, and 11 is a torque converter, which includes a pump impeller lla, a turbine impeller llb, and a stator llc. Further, 12 is a transmission including a planetary gear device 12a, a front clutch 12b1 and a rear clutch 12c.
, brake band 12d, low & straight '-spray brake 1
2e, one-way clutch 12f, parking pole 12g
Equipped with.

For example, when shifting from 1st to 2nd speed in D range, the one-way clutch 12f is released and the brake band 1
Shifting is performed by connecting 2d. In this way, engine output is transmitted to the drive wheels of the vehicle via the torque converter 11 and transmission 12.

As shown in FIG. 3, the transmission 12 includes the front clutch 12b and the rear clutch 12C1.
Brake band 12d, ROHM reverse brake 12e
In order to control the supply of hydraulic oil to each transmission element such as the one-way clutch 12f, hydraulic pressure passages 21A to 21A are guided thereto.
An operating pressure solenoid valve 22A that is installed in 21E and controls the amount of operating oil supplied by controlling its valve opening duty.
~22E are provided. These operating pressure solenoid valves 2
2A to 22E, a valve opening duty signal from the transmission control device 23 is transmitted to the operating hydraulic pressure passage 21A via the operating hydraulic pressure passages 21A to 21E via transistors 23A to 23E.
~21E and a line pressure passage 24 supplying oil to the 1-lux contourer (not shown) is provided, and the line pressure passage 2
4 is interposed with a line pressure solenoid valve 25. An oil pump 26 is provided to supply oil to the line pressure passage 24. Here, the line pressure passage 24, the line pressure electromagnetic valve 25, and the oil pump 26 constitute line pressure supply means. A throttle opening signal from the throttle sensor 10, a vehicle speed signal from the vehicle speed sensor 27, and an on/off signal from a manually operated power pattern switch 28 are input to the speed change control device 23. The speed change control device 23 includes a throttle sensor 10,
Based on the signals from the vehicle speed sensor 27 and the power pattern switch 28, the actuating signal is output to the operating pressure electromagnetic valves 22A to 22E, thereby coupling and disengaging each gear change element and performing a gear change operation. ing.

The speed change control device 23 receives the intake pressure detected by the intake pressure sensor 10 from the engine control device 7 through mutual communication.

Here, the shift control device 23 constitutes a shift operation means and a correction means.

Next, the operation will be explained according to the flowchart shown in FIG.

First, to explain gear change control, when the power pattern switch 28 is turned off, the rate of change is calculated from the throttle opening, and then the rate of change, vehicle speed, and throttle opening are A predetermined value set according to the pair is compared. Then, when the rate of change is greater than or equal to the predetermined value, the power pattern is selected, while when the rate of change is less than the predetermined value, the economized pattern is selected. Furthermore, when the power pattern switch 28 is on, a power pattern is selected regardless of the magnitude of the rate of change.

Then, the shift control device 23 determines a shift point based on the detected vehicle speed and the corrected throttle opening, which will be described later, from a pattern set based on the vehicle speed and the throttle opening, and determines the shift point based on the operating pressure. Controls the solenoid valves 22A to 22E,
I am trying to change gears. In addition, the speed change control device 2
3 controls the line pressure electromagnetic valve 25 in accordance with the corrected throttle opening to change the line pressure.

During this control, a routine shown in the flowchart of FIG. 5 is executed.

That is, in Sl, the supercharging pressure detected by the intake pressure sensor 9 is read from the engine control device 7 through mutual communication.

In S2, a correction coefficient K is read from the map based on the detected supercharging pressure. In the map, the correction coefficient K is the sixth
As shown in the figure, it is set to increase as the boost pressure increases.

In S3, the throttle opening detected by the throttle sensor 10 is multiplied by the retrieved correction coefficient K to correct the throttle opening.

In S4, the aforementioned speed change control and line pressure control are performed based on the corrected throttle opening.

Performing the shift control and line pressure control in this way based on the throttle opening corrected according to the boost pressure has the following effects.

In other words, in line pressure control, the corrected throttle opening increases as the boost pressure increases, so even if the actual throttle opening is the same, the corrected throttle opening will be larger than when not supercharging. It also becomes larger during supercharging. Therefore, as shown in FIG. 7, the line output is higher during supercharging (as shown by the solid line in FIG. 7) than when not being supercharged (as shown by the solid line in FIG. 7). Thereby, the line pressure can be optimally set during non-supercharging and during supercharging, so it is possible to suppress deterioration of clutch durability during supercharging and also suppress shift shock during non-supercharging.

In addition, in shift control, the corrected throttle opening is the same as in line pressure control when not supercharging (shown by solid line in Figure 7).
It becomes higher during supercharging (indicated by the line in Figure 8). Therefore, when the actual throttle opening is the same, the shift point will be on the lower vehicle speed side during supercharging as shown by the solid line in Figure 8, so the output torque will be the same for both non-supercharging and supercharging. Optimal gear shifting operations can be performed depending on the situation, and the shifting feeling can be improved.

FIG. 9 is a flowchart showing a modification of the same.

0 That is, in Sll, the supercharging pressure detected by the intake pressure sensor 9 is read from the engine control device 7 through mutual communication.

In S12, the throttle opening detected by the throttle sensor 10 is read.

In S13, the control throttle opening is searched from the map based on the detected throttle opening and supercharging pressure. This control throttle opening degree is set to increase as the supercharging pressure increases.

In S14, line pressure control and speed change control are performed in the same way as described above based on the control throttle opening.

Note that either the line pressure control or the speed change control may be corrected and controlled according to the supercharging pressure.

<Effects of the Invention> As explained above, the present invention corrects and controls at least one of the line pressure and the shift operation according to the boost pressure, so it is possible to perform the optimum shift operation regardless of the boost pressure. It is also possible to suppress shift shock and deterioration of clutch durability.

1

[Brief explanation of drawings]

Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a block diagram showing an embodiment of the present invention, Fig. 3 is a block diagram of the main parts of the same, and Fig. 4 is a block diagram showing an embodiment of the present invention.
The figure is a configuration diagram of the automatic transmission same as above, FIG. 5 is a flowchart of same as above, FIGS. 6 to 8 are diagrams for explaining the operation of same as above, and FIG. 9 is a flow chart showing a modification of same as above. . 3... Throttle valve 4... Exhaust turbo supercharger 9
...Intake pressure sensor 10...Throttle sensor 12...Transformer tension sensor 22A-22E...
・Solenoid valve for operating pressure 23...speed change control device 2
4...Line pressure passage 25...Solenoid valve for line pressure 26...Oil pump

Claims (1)

[Claims] A plurality of pressure-responsive transmission elements operated by operating pressure to perform gear shifting operations, operating pressure supply means for supplying operating pressure to each of these transmission elements, and line pressure supply means for supplying line pressure to these operating pressure supply means. and a speed change operation means for changing the speed of the working pressure supply means according to a target shift speed. The supercharger is characterized by comprising a pressure detection means and a correction means for correcting and controlling at least one of the line pressure of the line pressure supply means and the speed change operation of the speed change operation means in accordance with the detected supercharging pressure. Automatic transmission control device for internal combustion engine with feeder.