JPH0513859B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an integrated control device for an automatic transmission and an engine, and in particular, to an integrated control device for an automatic transmission and an engine, and in particular, a device for automatically changing gears according to a preset shift map. The present invention also relates to an improvement in an integrated control device for an automatic transmission and an engine that maintains good gear shifting characteristics by changing engine torque during gear shifting.

[Conventional technology]

Equipped with a gear transmission mechanism and multiple frictional engagement devices,
The configuration is configured such that engagement of the frictional engagement device is selectively switched by operating a hydraulic control device, and one of a plurality of gears is achieved according to a preset shift map. Automatic transmissions for vehicles are already widely known.

In addition, in such automatic transmissions for vehicles, the engine torque is changed during gear shifting to obtain good shifting characteristics, and to ensure the durability of the friction engagement device.
Various integrated control devices for automatic transmissions and engines have been proposed with the aim of improving the automatic transmission and engine (for example, Japanese Patent Laid-Open No.
69738). In other words, such integrated control of the automatic transmission and engine changes the amount of torque transmitted from the engine during gear shifting, and controls the amount of energy absorbed by each member of the automatic transmission or the friction engagement device that brakes them. Thus, the gear shift is completed in a short time and with a small shift shock, giving the driver a good shift feeling, and improving the durability of the friction engagement device.

[Problem that the invention seeks to solve]

However, if, for example, a method of delaying ignition timing is adopted as a means of changing (reducing) engine torque, the exhaust valve may open before the mixed gas is completely burned in the engine cylinder due to the delay in ignition timing. A problem arises in that so-called afterburning increases, and high-temperature gas during combustion is discharged to the exhaust pipe side, raising the temperature of the exhaust system (exhaust temperature, catalyst temperature, exhaust pipe temperature, etc.).
Also, depending on the type of gear shifting, the engine torque may be controlled to increase, but in this case, the method of changing (increasing) the engine torque is, for example, increasing the amount of fuel supplied or the amount of intake air. Even when this is adopted, the temperature of the exhaust system generally increases.

As described above, the temperature increase in the exhaust system caused by changing the engine torque during gear shifting poses no problem as long as the gear shifting frequency is normal. However, when driving in mountainous areas with frequent gear changes or when the user intentionally turns the accelerator on and off, the temperature of the exhaust system can rise above the allowable value, and in severe cases, the durability of the exhaust manifold may be affected. In addition, in turbocharged engines, there is a risk of adversely affecting the durability of the exhaust side turbine blades.

Furthermore, if engine torque is lowered by, for example, reducing the amount of fuel supplied or the amount of intake air, if this is done frequently, there is a risk of engine misfire or deterioration of exhaust gas components.

Therefore, in the past, when designing routines related to engine torque control and setting maps for engine torque changes, even if gear shifts were performed at the highest expected frequency, the above-mentioned disadvantages still occurred. It was necessary to take care to prevent this from happening.

However, from this point of view, for example, if the amount of retardation of the ignition timing is set to a small value, the amount of decrease in engine torque will naturally be reduced, which will improve the shifting characteristics including the durability of the friction engagement device. A problem arises in that the original purpose of control is no longer fully achieved.

[Purpose of the invention]

The present invention has been made in view of such conventional problems, and is intended to directly address this problem only when there is a possibility that a problem may actually occur in engine torque control during gear shifting. In particular, it is an object of the present invention to provide an integrated control device for an automatic transmission and an engine, which increases the degree of freedom in setting and allows the original function of engine torque control to be fully exerted under normal conditions.

[Means for solving problems]

The first invention makes it possible to automatically change gears according to a preset shift map, and maintain good gear shifting characteristics by changing engine torque during gear shifting. In an integrated control device for an automatic transmission and an engine, as shown in FIG. The above object is achieved by including means for regulating the change in the engine torque when the engine torque is continuously executed a predetermined number of times.

Further, the second invention makes it possible to automatically change gears according to a preset shift map, and maintains good gear shifting characteristics by changing engine torque during gear shifting. As shown in FIG. 1B, the automatic transmission and engine integrated control system includes means for detecting the time interval between changes in the engine torque, and means for changing the engine torque in which the time interval is shorter than a predetermined time. means for regulating the change in the engine torque when the engine torque is continuously executed a predetermined number of times, and means for changing the shift point of the shift map to a lower value while the engine torque change is being regulated. In this way, the above object is achieved as well, and the durability of the frictional engagement device is further improved.

[Effect]

In the first and second aspects of the present invention, the time interval of torque change control is detected, and when the engine torque change with the time interval shorter than a predetermined time is successively executed a predetermined number of times, the engine torque related to the subsequent gear shift is changed. Since we have regulated change control,
It is possible to directly prevent inconveniences caused by frequent engine torque control, and to avoid these inconveniences when designing engine torque control routines or setting torque change amounts. There is no need to set restrictions, and the degree of freedom is higher, that is, engine torque control can be performed more in accordance with the original purpose.

By the way, if the engine torque change control is simply regulated, another problem will occur on the automatic transmission side. That is, on the automatic transmission side, for example, the gear change tuning specifications such as oil pressure are set in anticipation of a reduction in engine torque. This not only impairs the durability of the frictional engagement device, but also increases the shift time, resulting in poor shift feeling.

In the second aspect of the present invention, when the change in engine torque is regulated, the gear shift point is changed to a lower position, so that the thermal load on the frictional engagement device can be reduced, and the thermal load on the frictional engagement device can be reduced. It becomes possible to prevent deterioration of durability, reduce shift time, and prevent deterioration of shift feeling. Furthermore, by setting the shift point low, it can be expected that fuel efficiency will be improved.

Preferably, the means for restricting changes in the engine torque prohibits changes in the engine torque. This makes it possible to most directly avoid inconveniences caused by frequent engine torque changes.

Preferably, the means for regulating the change in the engine torque is configured to suppress the predetermined amount (amount of change in the engine torque).

Preferably, the means for regulating the engine torque change is configured to shorten the execution time of the engine torque change.

Preferably, the means for regulating the engine torque change changes an execution range for each parameter for executing the engine torque change.

Preferably, one of the parameters is a throttle opening.

Preferably, one of the parameters is a type of speed change.

Generally, the amount of change in engine torque or the execution time of the change is determined depending on, for example, the throttle opening degree. The present invention does not limit the means for regulating changes in engine torque; in addition to completely stopping changes in engine torque, it may also be possible to suppress the amount of change in engine torque, or to execute changes in engine torque. It may also be something that saves time. Furthermore, engine torque is normally changed when the throttle opening is above a predetermined value, but this change is performed by changing the execution range (in this case, the range where the throttle opening is above a predetermined value). It's okay. Alternatively, the execution range may be changed depending on the type of shift (torque change is restricted only during a specific shift).

Preferably, a warning is issued when the change in engine torque is regulated. As a result, it is possible to quickly notify the driver that a series of controls that are normally performed are not being performed due to frequent engine torque changes.For example, if the driver intentionally turns on the accelerator It is now possible to prompt the driver to suppress the shift-off, etc., and to notify that even if a different shift control is performed, this is not a malfunction.

Preferably, the shift point is changed by selecting another shift map in which the shift point is set at a lower value. This allows the shift point to be changed accurately and quickly.

Preferably, the change in engine torque is restricted only for a predetermined period of time, and then normal control is resumed.

〔Example〕

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

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

The engine 1 and automatic transmission 2 are well known. In the engine 1, the fuel injection amount at the injection valve 19 and the ignition timing at the distributor 20 are controlled by the engine control computer 7, and an engine output corresponding to the accelerator opening degree and the engine rotation speed is obtained. It's becoming like that. Also, automatic transmission 2
The solenoid valves S ₁ to S ₃ are controlled by the automatic transmission control computer 8, and as a result of changing the oil passage in the hydraulic control device 3, the engagement state of each friction engagement device is selectively changed. This makes it possible to obtain a gear position that corresponds to the vehicle speed and the degree of accelerator opening.

That is, the engine control computer 7 has the engine rotation speed detected by the engine rotation sensor 9, the intake air amount detected by the intake amount sensor 10, the intake air temperature detected by the intake air temperature sensor 11, the throttle opening degree detected by the throttle sensor 12, and the vehicle speed sensor 1.
3, engine water temperature from the engine water temperature sensor 14, and brake ON signals from the brake switch 15 are input. The engine control computer 7 determines the fuel injection amount and ignition timing based on these signals. In addition, each solenoid signal of the solenoid valves _S1 to _S3 , which are ON-OFF controlled by the automatic transmission control computer 8, is also input to the engine control rule computer 7 in parallel. Determines when to shift gears.

On the other hand, automatic transmission control computer 8
includes the throttle sensor 12 and the vehicle speed sensor 1.
3. In addition to signals from the engine coolant temperature sensor 14, brake switch 15, etc., the shift lever position is determined by the shift position sensor 16, driving selection patterns such as fuel economy-oriented driving or power performance-oriented driving, and overdrive are determined by the pattern select switch 17. A signal such as permission to shift to overdrive from the switch 18 is input, and the solenoid valves S ₁ to _{S 3} are controlled ON-OFF so that a gear position corresponding to the vehicle speed and accelerator opening is obtained. There is. Also, automatic transmission control computer 8
A retard control prohibition signal is input from the engine control computer 7 to the engine 1.
The automatic transmission side is designed to be able to determine that retard control has been prohibited.

FIG. 3 is a flowchart of integrated control of the engine and automatic transmission.

In the control routine of the engine control computer 7, it is determined that a shift will occur from the signal changes of the solenoid valves _S1 to _S3 (step 122),
Thereafter, when the engine speed changes (for example, if it is an upshift, the engine speed decreases), it is determined that the gear shift has actually started (step 124). Retardation (engine torque reduction) is started according to the determined retardation amount (step 126). When the gear shift progresses and the engine rotation speed changes to a rotation speed that is the sum of a predetermined value (including negative numbers) of the engine rotation speed at the end of the shift determined by the output shaft rotation speed and gear ratio, the gear shift is started. It is determined that the ignition timing has ended (step 128), and then the retardation is finished relatively slowly over a predetermined period of time (step 130), and normal ignition timing is restored.

Next, the above control will be explained in detail based on FIGS. 4 and 5.

FIG. 4 is a flowchart showing the engine control routine.

First, as initialization, flags F, _F1 and counter N are reset (step 232). Flag F indicates when retard control is prohibited;
_F1 indicates that the retard control prohibition time is being counted, and counter N indicates the number of times the retard control is executed.

Next, in the E/G control main routine, the fuel injection amount and ignition timing are determined (step 2).
34). Then, it is determined whether or not there is a need for retard control (step 236). If there is no need, nothing is done and the flow proceeds to step 266, but if there is a need, timer T ₁ (this timer is used for retard control) (indicating the elapsed time since execution) is compared with a predetermined time T ₀ (step 238), and if T ₁ > T ₀ , the counter N is reset (step 246), and the flag F is reset ( Step 248). but,
If T ₁ ≦T ₀ , that is, the need for retard control arises within a predetermined time, a counter N is incremented (step 240), and then this counter value is compared with a predetermined number of times N ₀ (step 242). ). N<N ₀
If so, reset flag F (step 24).
8). However, if N≧N ₀ , that is, if retard control occurs consecutively N ₀ or more times within the predetermined time, flag F is set to 1 (step 244). Step 2
At 50, flag F is determined. F=0, i.e.
In a normal case, retard control is executed according to the retard control routine (FIG. 3) (step 252), and timer _T1 is started (step 254). F
= 1, that is, the retard control within the predetermined time is continuous.
If N occurs ₀ or more times, a retard control regulation signal is output (step 256), then the retard control is regulated according to the retard control regulation routine (step 258), and the flag _F1 is determined. (Step 26)
0), this flag _F1 is used to determine whether the retard control is performed first. When executed for the first time, it is determined that F ₁ =0, so step 26
Step ₂ starts timer T2, and step 264 sets _F1 to 1. In addition, the control to regulate changes in engine torque includes, for example, reducing the amount of torque change, shortening the execution time of the change, or restricting the execution of torque change control when the throttle opening is high. It is conceivable to limit this to only certain types of gear change, or only to a specific type of gear change. In this case, a routine similar to the retard control routine shown in FIG. 3 may be executed by changing the conditions. Of course, it will be completely canceled (step 258).
It is also possible to cut

After executing retard control, the value of timer _T2 and
Compare the predetermined time T ₀₁ (step 266) and find that T ₂ <
If T ₀₁ , do nothing; if T ₂ ≧ T ₀₁ , that is,
After the predetermined time _T01 has elapsed since the retard control was regulated, the retard control regulation signal is stopped (step 26).
8) Reset flags F, _F1 and timer _T2 (step 270).

FIG. 5 is a flowchart of the automatic transmission control routine. First, in step 356, it is determined whether or not there is a retard control regulation signal.
When the control signal is OFF, a shift point for retard control (normal) is selected (step 358), and when the regulation signal is ON, a shift point for regulation of retard control is selected (step 360). Thereafter, in the automatic transmission control main routine, a gear position is determined from the vehicle speed and throttle opening based on the selected shift point (step 362). The shift point when the retard control is restricted is set lower than the shift point when the retard control is being executed, as shown in FIGS. 6A and 6B. When the shift point is set low, the thermal load on the frictional engagement device during the shift is reduced, so the shift time is correspondingly shortened and the durability is improved.

According to the above embodiment, when the engine torque change is performed consecutively a predetermined number of times (N ₀ times) with an interval shorter than the predetermined time T ₀ , then the predetermined time T ₀₁
Since the retard control is regulated, the temperature rise of the exhaust pipe, catalytic converter, etc. due to increased afterburning can be kept within the limit value, and the durability of these parts can be ensured.

Furthermore, even if the engine side regulates the retard angle control as described above, the automatic transmission side selects a lower shift point during that time, so even if the retard angle control is regulated during the shifting that occurs during this period, the automatic transmission side will select a lower shift point. It is possible to ensure the durability of the frictional engagement device, and to prevent deterioration of shift feeling due to an increase in shift time.

Generally speaking, when changing the torque causes the temperature of the exhaust system to rise, there are cases where the engine torque is reduced by delaying the ignition timing, and engine torque is increased by increasing the fuel injection amount. There may be cases where this is done. If a method is used to reduce engine torque by reducing the fuel injection amount or intake air amount during gear shifting, the present invention can prevent misfires or exhaust gas components due to a continuous reduction in the fuel injection amount, etc. This makes it possible to prevent the deterioration of

〔Effect of the invention〕

As explained above, according to the first and second inventions, it is possible to reliably prevent problems that occur due to frequent engine torque control during gear shifting, and to change the engine torque. This has the excellent effect of increasing the degree of freedom in the settings of engine torque control and making it possible to fully utilize the original function of engine torque control under normal conditions.

Further, according to the second invention, in addition to the above effects, it is possible to prevent the durability of the friction engagement device from being impaired even when engine torque control is not performed on the engine side. Further, it is possible to prevent deterioration of shift feeling due to a longer shift time.

[Brief explanation of the drawing]

FIGS. 1A and 1B are block diagrams showing the gist of the first and second inventions, respectively, and FIG. 2 is an overall block diagram showing the configuration of an embodiment of the automatic transmission and engine integrated control device according to the invention. 3 is a flowchart showing the retardation control routine employed in the above embodiment device, FIG. 4 is a flowchart showing the engine control routine, and FIG. 5 is a flowchart showing the automatic transmission control routine. Flowchart, No. 6
Figures A and B are diagrams showing examples of changes to the speed change map. 1...Engine, 2...Automatic transmission, 7...Engine control computer, 8...Automatic transmission control computer.

Claims (1)

[Scope of Claims] 1. To enable automatic gear shifting according to a preset gear shift map, and to maintain good gear shifting characteristics by changing engine torque during gear shifting. An integrated control device for an automatic transmission and an engine, comprising: means for detecting a time interval between engine torque changes;
An integrated control device for an automatic transmission and an engine, comprising: means for regulating changes in the engine torque. 2. The automatic transmission and engine integrated control device according to claim 1, wherein the means for regulating changes in the engine torque prohibits changes in the engine torque. 3. An integrated control device for an automatic transmission and an engine according to claim 1, wherein the means for regulating a change in the engine torque suppresses the predetermined amount. 4. The automatic transmission and engine integrated control device according to claim 1, wherein the means for regulating the engine torque change shortens the execution time of the engine torque change. 5. The automatic transmission and engine integrated control device according to claim 1, wherein the means for regulating the engine torque change changes an execution range for each parameter for executing the engine torque change. . 6. The automatic transmission and engine integrated control device according to claim 5, wherein one of the parameters is a throttle opening. 7. The automatic transmission and engine integrated control device according to claim 5 or 6, wherein one of the parameters is a type of gear change. 8. Claims 1 to 8 generate a warning when the change in engine torque is regulated.
An integrated control device for an automatic transmission and an engine according to any one of Item 7. 9. An integrated control device for an automatic transmission and an engine according to any one of claims 1 to 8, which restricts changes in the engine torque only for a predetermined period of time and then releases the restriction. 10 An automatic transmission and engine that are capable of automatically changing gears according to a preset shift map, and that maintain good gear shifting characteristics by changing engine torque during gear shifting. An integrated control device comprising: means for detecting a time interval between engine torque changes; and when the engine torque change is performed a predetermined number of times in succession, the time interval being shorter than a predetermined time;
An integrated automatic transmission and engine, characterized in that the automatic transmission and engine are integrated, comprising: means for regulating changes in the engine torque; and means for changing the shift point of the shift map to a lower value while the engine torque change is being regulated. Control device. 11. The automatic transmission and engine integrated control device according to claim 10, wherein the change of the shift point selects another shift map in which the shift point is set to a lower value. 12. Claim 1, in which the engine torque change is restricted for a predetermined period of time, and then the restriction is canceled and the gear shift point is also returned to the normal one.
The automatic transmission and engine integrated control device according to item 0 or 11.