JPH04136439A - Controller for engine and automatic transmission - Google Patents

Abstract

PURPOSE:To prevent deterioration of acceleration after completion of speed change by forbidding torque-down control by a torque-down control means at the time of specified shiftup operation in which turbine rotational speed of a torque converter of vehicle speed is at a specified value or less. CONSTITUTION:An automatic transmission is provided with an oil pressure control circuit 60 for selectively operating a plurality of abrasion fixing elements enclosed in the transmission and forming speed change steps in response to an operation condition, and the circuit 60 is controlled by a main controller 70 based on an engine operational condition. Engine output is decreased so as to suppress speed change shock by outputting an signal from the main controller 70 to a controller 71 for engine control in a specified operational condition, In this case, when a specified shiftup operation in which a speed detection by a vehicle speed sensor 73 is at a specified value or less, torque-down control is forbidden. Consequently, deterioration of acceleration after completion of the speed change is prevented, and also the speed change shock is suppressed under a low vehicle speed condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for an engine and an automatic transmission, and more particularly, to a torque down control means for suppressing shift shock by reducing engine output during a predetermined upshift operation. The present invention relates to a control device for an engine and an automatic transmission equipped with the following.

(Prior art) Automatic transmissions installed in automobiles combine a torque converter and a speed change gear mechanism, and the power transmission path of the speed change gear mechanism is selectively connected to multiple friction engagement elements such as clutches and brakes. Although it is configured to automatically switch gears depending on the operating condition, there is a problem in that a so-called shift shock occurs when the frictional engagement element is engaged. Therefore, for example,
As shown in Japanese Patent No. 69738, torque down control is sometimes performed to suppress the shift shock by reducing the output of the internal combustion engine during gear shifting. This torque down control is normally performed when the temperature of the hydraulic oil supplied to the automatic transmission is higher than a predetermined set temperature and the throttle opening is higher than a predetermined value. This is carried out during upshifts of 1-2 and 2-3 gears under operating conditions with an opening degree of 8 or more.

(Problem to be Solved by the Invention) Incidentally, in an automatic transmission, each shift pattern is set in advance so that a predetermined shift stage is achieved depending on the driving state, that is, the throttle opening degree and the vehicle speed. The gears are automatically switched based on the shift pattern, but these shift patterns are not fixed and are changed as necessary. -3-speed shifting may be performed. In addition, depending on the driver's operation, the gear position is basically fixed at 1st gear when the shift lever is in the forward range position, in range hold mode, and the S range hold mode is basically fixed at 2nd gear when in the S range position. Furthermore, there are automatic transmissions equipped with hold mode functions such as the D range hold mode, which basically fixes 3rd gear in the D range position. When the driver switches from L range hold mode to S range hold mode, or from S range hold mode to D range hold mode, 1-2 or 2-3 shifts will be performed at low speed. . On the other hand, the above torque down control is implemented regardless of the vehicle speed as long as the oil temperature and throttle opening are above a predetermined value. When a 1-2 or 2-3 gear shift is performed, if torque down control is implemented, the engine output will further decrease, resulting in insufficient engine torque after the gear shift is completed, resulting in poor acceleration. will get worse.

Furthermore, in automatic transmissions, the line pressure supplied to the friction engagement element that switches gears is set in advance for each shift pattern based on the normal shift pattern, but the line pressure supplied to the friction engagement element that switches gears is set in advance for each shift pattern. If a 1-2 or 2-3 shift is performed at low vehicle speed, the line pressure will become relatively too high, and under such conditions, torque down control will be implemented and the engine output will be reduced. If the inertia is reduced, the gear will be shifted under high line pressure even though the inertia is small, and the shift shock will increase.

Therefore, the present invention provides an engine and an automatic transmission equipped with a torque down 1liIJ control means that reduces the output of the engine during a predetermined upshift operation to suppress shift shock. The primary purpose is to prevent deterioration in performance and increase in shift shock.

In an engine and an automatic transmission equipped with a manual transmission means that selectively operates a plurality of frictional engagement elements in accordance with the driver's operation in addition to the torque control means described above, the manual transmission means can switch gears. A second object of the present invention is to prevent deterioration in acceleration performance and increase in shift shock due to torque reduction control during gear changes by the manual gear change means.

(Means for Solving the Problems) In order to solve the above problems, the present invention is characterized by the following configuration.

First, the invention according to the first claim of the present application (hereinafter referred to as the first invention) includes a torque converter connected to an output shaft of an engine, a speed change gear mechanism disposed on the output side of the torque converter, and a speed change gear mechanism disposed on the output side of the torque converter. A plurality of frictional engagement elements that switch the power transmission path of the gear mechanism, an automatic transmission means that selectively operates these frictional engagement elements depending on the driving condition to automatically change gears, and a transmission mechanism that switches gears during a predetermined upshift operation. A control device for an engine and an automatic transmission, which is equipped with a torque down control means for suppressing shift shock by reducing engine output, comprising: a speed detection means for detecting a turbine rotational speed of the torque converter or a vehicle speed; The present invention is characterized in that it includes a torque down control means for inhibiting torque down control by the torque down control means during a predetermined upshift operation when the speed detected by the means is below a predetermined value.

Further, the invention according to the second claim of the present application (hereinafter referred to as the second invention) includes a torque converter, as in the first invention,
A speed change gear mechanism disposed on the output side of the torque converter, a plurality of friction engagement elements for switching a power transmission path of the speed change gear mechanism, and a speed change by selectively operating these friction engagement elements according to operating conditions. automatic transmission means for automatically changing gears; manual transmission means for selectively operating the frictional engagement element in response to the driver's operation to enable gear changeover; A control device for an engine and an automatic transmission equipped with a torque down control means for reducing the output and suppressing shift shock, comprising: a speed detection means for detecting the turbine rotational speed of the torque converter or the vehicle speed; The present invention is characterized in that a torque down control means is provided for inhibiting torque down control by the torque down control means during a predetermined upshift operation by the manual transmission means when the detected speed is below a predetermined value.

(Function) According to the first invention, during a predetermined upshift operation when the turbine rotational speed of the torque converter or the vehicle speed detected by the speed detection means is below a predetermined position, the torque down control means Torque down control is now prohibited, which prevents the engine's output torque from further decreasing due to torque down control at low vehicle speeds, and prevents deterioration in acceleration after the gear shift is completed. This prevents the line pressure for engaging the frictional engagement element from becoming relatively high due to a decrease in the output torque of the engine, thereby suppressing shift shock at low vehicle speeds.

Furthermore, according to the second invention, when the turbine rotational speed or vehicle speed of the torque converter detected by the speed detection means is below a predetermined position, the torque down control means
Torque down control by the torque down control means during a predetermined upshift operation by the manual transmission means is prohibited, and as a result, similarly to the first invention,
This prevents deterioration in acceleration performance due to a further decrease in engine output torque at low vehicle speeds, and also prevents the line pressure for engaging the friction engagement elements from becoming relatively high due to a decrease in engine output torque. This means that shift smudges at low vehicle speeds are suppressed.

(Example) Embodiments of the present invention will be described below based on the drawings.

First, the mechanical configuration of the automatic transmission according to this embodiment will be explained with reference to FIG. It has a plurality of frictional engagement elements 41 to 46 such as clutches and brakes and one-way clutches 51 and 52 that change the power transmission path of the iron wire 11130, and these provide the driving ranges S, L, and R. Each range and 1 to D range
Four speeds, 1st to 3rd speeds in the S range, and 1st to 2nd speeds in the L range are available.

The torque converter 20 includes a pump 22 fixedly installed in a case 21 connected to the engine output shaft 1, and a turbine 23 disposed opposite to the pump 22 and driven by the pump 22 via hydraulic oil. , a stator 25 that is interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via the one-way clutch 24 to increase torque; and the case 21 and the turbine 2
3, and a lock-up clutch 26 that connects the engine output shaft 1 and the turbine 23 via the case 21. Then, the turbine 23
The rotation is outputted to the speed change gear mechanism 30 (11) via the turbine shaft 27.Here,
A pump shaft 12 passing through a turbine shaft 27 is connected to the engine output shaft 1.
This drives an oil pump 13 provided at the rear end of the transmission.

On the other hand, the variable speed gear machine 11130 is constituted by a Ravigneau-type planetary gear device, and includes a small sun gear 31 with a small diameter that is loosely fitted on the turbine shaft 27, and a small sun gear 31 that is loosely fitted on the turbine shaft 27 behind the sun gear 31. a large diameter sun gear 32 with a large diameter, a plurality of short pinion gears 33 meshed with the small sun gear 31, and a long pinion gear 34 whose front half meshed with the short pinion gear 33 and whose rear half meshed with the large sun gear 32. and the long pinion gear 3
4 and the short pinion gear 33 rotatably supported, and a ring gear 36 meshed with the long pinion gear 34.

A forward clutch 41 and a first one-way clutch 51 are interposed in series between the turbine shaft 27 and the small sun gear 31, and a coast clutch 42 is interposed in parallel with these clutches 41 and 51. In addition, the turbine shaft 27 and carrier 35
A 3-4 clutch 43 is interposed between the turbine shaft 27 and the large sun gear 32, and a reverse clutch 44 is interposed between the turbine shaft 27 and the large sun gear 32. Further, a 2-4 brake 45 consisting of a band brake for fixing the large sun gear 32 is provided between the large sun gear 32 and the reverse clutch 44, and the carrier 35
A second one-way clutch 52 that receives and stops the reaction force of the carrier 35, and a low reverse brake 46 that fixes the carrier 35 are provided in parallel between the transmission case 11 and the transmission case 11. The ring gear 36 is connected to the output gear 14, and rotation is transmitted from the output gear 14 to left and right wheels (not shown) via a differential device.

Table 1 summarizes the relationship between the operation of each of the friction engagement elements 41 to 46 and the one-way clutches 51 and 52 and the gear position.

On the other hand, as shown in FIG. 2, this automatic transmission 10 includes:
A hydraulic control circuit 60 is provided for selectively operating each of the frictional engagement elements 41 to 46 according to Table 1 to form a gear stage according to the operating state. This hydraulic control circuit 60 includes first to third solenoid valves 61 to 63 for changing gears that switch line pressure supply circuits communicating with each friction engagement element 41 to 46, and a fourth solenoid valve for controlling the lock-up clutch 26. 64, a first duty solenoid valve 65 for controlling the line pressure according to the throttle opening of the engine, and a second duty solenoid valve 65 for controlling the engagement force of the lock-up clutch 26 together with the fourth solenoid valve 64. A solenoid valve 66 is provided.

A main controller 70 that controls the solenoid valves 61 to 66 and an engine control controller 71 that controls the operating state of the engine are provided.
The main controller 70 receives a signal from a throttle sensor 72 that detects the throttle opening of the engine, and a vehicle speed sensor that detects the vehicle speed of the vehicle (or a turbine rotation speed that detects the turbine rotation speed of the torque converter 20 corresponding to the vehicle speed). A signal from a sensor) 73, a signal from an engine speed sensor 74 that detects the engine speed, and a signal from a shift position sensor 75 that detects the operating position of the shift lever are supplied to the automatic transmission 10. A signal from an oil temperature detection sensor 76 that detects the temperature of the hydraulic oil is input, and the driving state indicated by these signals, that is, the speed change is performed based on each preset speed change pattern using the vehicle speed and throttle opening as parameters. The solenoid valves 61 to 66 in the hydraulic control circuit 60 are configured to perform stage control, lock-up control to engage the lock-up clutch 26 in the torque converter 20, and line pressure control to adjust the line pressure supplied to each friction engagement element. It is designed to output a control signal to.

The automatic transmission 10 also has an L range hold mode in which the gear is basically fixed at 1st gear in the L range position by the driver's operation, and is basically fixed in 2nd gear in the S range position. It is equipped with hold mode functions such as S range hold mode and D range hold mode, which is basically fixed at 3rd gear in the D range position, and when in any of the above hold mode states, hold mode detection is performed. A signal from the sensor 77 is input to the main controller 70. Further, in a predetermined operating state, a signal is output from the main controller 70 to the engine control controller 71, thereby performing torque down control to reduce the engine output and suppress shift shock.

As shown in FIGS. 3(I) and (IF), when the main controller 70 controls the gears, each friction engagement element 41 to 4 is operated at the optimum engagement speed in all gears.
6 is selectively engaged, the line pressure P1 for each shift pattern is set, and the line pressure P1 is adjusted in response to changes in throttle opening.

Next, the operation of this embodiment will be explained based on a flowchart showing the torque down control operation shown in FIG.
First, in step S1, the controller 70 determines whether a gear shifting operation is in progress, and when it is determined that a gear shifting operation is in progress, in step S2, the gear shifting operation is
As shown by the solid lines (A) and (B) in Figure 6, respectively, the mode is 1-2 shifting or 2-3 shifting based on a shifting pattern set in advance using the throttle opening and vehicle speed as parameters, or the hold mode. It is determined whether the shift is 1-2 or 2-3 due to switching from range hold mode to S range hold mode, or from S range hold mode to D range hold mode, depending on the driver at the time. When it is determined that the 1-2 gear shift or the 2-3 gear shift is in progress, step S3 is executed, and in step S3, the throttle opening is set to a predetermined opening, for example, fully open 8.
It is determined whether it is 4/8 or more with respect to /8. and,
When it is determined that the throttle opening is 4/8 or more, it is determined in step S4 whether the current vehicle speed is greater than or equal to a predetermined value, and when it is determined that the vehicle speed is greater than or equal to the predetermined value, engine control is performed in step S5. controller 71
6. Executing torque down control by outputting a signal to
As shown by the dotted line in Fig. 5, driving conditions where the throttle opening is 4/8 or more and the vehicle speed is 20 km/h or more are also during the 1st-2nd gear shift, or as shown by the dotted line in Fig. 6. The throttle opening is 4/8 or more, and the vehicle speed is 50% or more.
During the 2-3 gear shift, even in the driving state of km/h or more, the engine control controller 71 controls the driving state of the engine to perform torque down control to reduce the output torque of the engine. The original 1-2 gear shift or 2 gear shift under the specified operating conditions as mentioned above.
-The engine output during the third gear shift is reduced, and the shift shock is reduced or suppressed.

Further, if the determination is NO in any of steps 81 to S3 above, step S6 is executed to prohibit torque down control, and furthermore, in steps 81 to S3, if the gear is being changed and the gear change is 1
~ Even if it is 2-shift or 2-3 gear and it is determined that the throttle opening is 4/8 or more,
When it is determined in step S4 that the vehicle speed is below the predetermined value, torque down control is prohibited in step S6. That is, as shown by the dotted line in FIG. 5, even if the throttle opening is 4/8 or more, the vehicle speed is less than 20 h/h, or as shown by the dotted line in FIG. Even if the vehicle speed is above 50) ui/h or less, torque reduction control during 1-2 or 2-3 gear shifting due to automatic gear shifting or hold mode switching is prohibited, and as a result, , torque reduction control during 1-2 or 2-3 gear shifts in a low vehicle speed state is prohibited, preventing the engine output torque from further decreasing and preventing deterioration of acceleration performance after the gear shift is completed. This prevents the line pressure for engaging each of the frictional engagement elements 41 to 46 from becoming relatively high due to a decrease in engine output torque, thereby suppressing shift shock at low vehicle speeds. .

In the D range hold mode, the gear position is basically fixed at 3rd gear, but it is not possible to start well when the gear position is fixed at 3rd gear.
When starting in the range hold mode, the gear stage is automatically switched to 2nd gear, and as shown by the solid line (C) in Figure 6, when the vehicle speed reaches a predetermined speed or higher (20 h/h or higher). In this case, the gear is shifted from 2 to 3 and fixed at 3, but in this way, torque down control is prohibited when shifting from 2 to 3 at low speed when starting in D range hold mode. Thus, similarly to the above, deterioration in acceleration performance is prevented and shift shock is suppressed.

Note that in step S4 in the flowchart shown in FIG. 4, the vehicle speed is detected and control is performed based on this vehicle speed, but the vehicle speed is detected based on the vehicle speed and the throttle opening instead of the vehicle speed. The torque down control may be implemented or prohibited based on the rotational speed of the turbine shaft of the torque converter.

(Effects of the Invention) As described above, according to the first invention, during a predetermined upshift operation when the turbine rotational speed of the torque converter or the vehicle speed detected by the speed detection means is below a predetermined position, the torque down control means Torque down control by the torque down control means is prohibited, and as a result, the engine output torque does not further decrease due to torque down control in a low vehicle speed state, resulting in deterioration of acceleration performance after shifting is completed. This also prevents the line pressure for engaging the frictional engagement element from becoming relatively high due to a decrease in the output torque of the engine, thereby suppressing shift shock at low vehicle speeds.

According to the second invention, when the turbine rotational speed of the torque converter or the vehicle speed detected by the speed detection means is below a predetermined position, the torque run control means
Torque down control by the torque down control means during a predetermined upshift operation by the manual transmission means is prohibited, and as a result, similarly to the first invention,
This prevents deterioration in acceleration performance when changing gears using a manual transmission means at low vehicle speeds, and also prevents the line pressure for engaging the friction engagement elements from becoming relatively high due to a decrease in engine output torque. Shift shock at low vehicle speeds is suppressed.

[Brief explanation of the drawing]

The drawings show an embodiment common to the first and second inventions; FIG. 1 is a schematic diagram showing the mechanical configuration of an automatic transmission, FIG. 2 is a control system diagram of the automatic transmission, and FIG. 3 is a diagram showing a control system of the automatic transmission. (I) is a map showing the preset line pressure based on the gear position and throttle opening, Fig. 3 (II) is a map showing the relationship between the throttle opening and line pressure, and Fig. 4 is a map showing torque reduction. A flowchart diagram showing the control operation, Fig. 5 is a map showing the torque down control area and torque down prohibition area during 1-2 gear shifting, and Fig. 6 is a map showing the torque down control area and torque down prohibition area during 2-3 shifting. This is a map showing. 1...Output shaft, 2o...torque converter, 3゜・
・Speed gear mechanism, 41-46...Friction engagement element, 70
. . . automatic transmission means, manual transmission means, torque down control means (main controller), 71 . . . torque down control means (engine control controller), 73 . . .
Speed detection means (vehicle speed sensor). Figure 1 Figure 3 (n) l2WJ Throttle Sekijiri Figure Figure 3 (kl'n/h) Figure Vehicle Kei (km/h)

Claims (2)

[Claims] (1) A torque converter connected to the output shaft of the engine, a speed change gear mechanism arranged on the output side of the torque converter, a plurality of friction engagement elements that switch the power transmission path of the speed change gear mechanism, and friction between these elements. An automatic transmission means that selectively operates a fastening element depending on the driving condition to automatically change the gear stage, and a torque down control means that reduces engine output during a predetermined upshift operation to suppress shift shock. A control device for an engine and an automatic transmission equipped with a speed detection means for detecting the turbine rotational speed or vehicle speed of the torque converter, and a predetermined shift when the speed detected by the speed detection means is below a predetermined value. 1. A control device for an engine and an automatic transmission, comprising: a torque-down inhibiting means for inhibiting torque-down control by the torque-down controlling means during an up-operation. (2) A torque converter connected to the output shaft of the engine, a speed change gear mechanism arranged on the output side of the torque converter, a plurality of friction engagement elements that switch the power transmission path of the speed change gear mechanism, and friction between these elements. Automatic transmission means that automatically switches gears by selectively operating engagement elements according to driving conditions; and automatic transmission means that switches gears by selectively operating the friction engagement elements in response to driver operations. A control device for an engine and an automatic transmission, comprising: a manual transmission means for controlling the torque converter; and a torque down control means for reducing the output of the engine during a predetermined upshift operation to suppress shift shock. A speed detection means for detecting a turbine rotational speed or a vehicle speed, and a torque down control means for controlling torque down by a torque down control means during a predetermined upshift operation using the manual transmission means when the speed detected by the speed detection means is below a predetermined value. 1. A control device for an engine and an automatic transmission, characterized in that it is equipped with means for inhibiting torque down.