JPH0535258B2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to an integrated control device for an automatic transmission and an engine, and particularly relates to a power-on upshift (upshift performed with the throttle open, that is, with power being transmitted from the engine to the wheels). The present invention relates to an improvement in an integrated control device for an automatic transmission and an engine, which reduces the shift shock by reducing the engine torque during the transmission.

[Conventional technology]

A vehicle automatic transmission configured to selectively change the engagement state of a friction engagement device by operating a hydraulic control device to achieve one of a plurality of gears is already widely known. It is being Furthermore, in such automatic transmissions for vehicles, various integrated control devices for the automatic transmission and engine have been proposed that change the engine torque during gear shifting (for example, Japanese Patent Application No. 59-234466). By changing the engine torque during gear shifting, it is possible to control the amount of energy absorbed by each member of the automatic transmission or the frictional engagement device that brakes them, and the gear shifting can be completed in a short time and with a small shift shock. can. As a result, it is possible to provide the driver with a good shift feeling, and it is also possible to improve the durability of the friction engagement device. By the way, in order to always ensure good shift characteristics obtained by changing the engine torque, when and how to change the engine torque must be clearly defined. This is because, depending on how the engine torque is changed, a large shift shock may occur, impeding a good driving feeling, or the shift time may become longer, deteriorating the durability of the friction engagement device. This is because they do things like that. Regarding the conditions regarding when to start changing the engine torque, the applicant has
No. 234466 discloses that the conditional expression Ne<N ₀ ×I _L is satisfied for n ₁ consecutive times. Here, Ne is the engine rotation speed, N ₀ is the output shaft rotation speed of the automatic transmission, and _IL is the low gear ratio. This conditional expression is based on the technical idea that the engine torque should be reduced as soon as the inertia phase (a period during which the rotating members of the automatic transmission change their rotational speeds for gear shifting) starts. Therefore, in order to improve the detection accuracy of the inertia phase based on this conditional expression, it was considered necessary to improve the detection accuracy of the engine rotational speed Ne and the output shaft rotational speed _N0 .

[Problems to be solved by the invention]

However, since the engine rotational speed always fluctuates greatly, it is necessary to perform smoothing processing to take the virtual average, resulting in a considerable delay in actual detection (detection of the virtual average of the engine rotational speed). There was a problem. On the other hand, the output shaft rotational speed N ₀ also fluctuates, so a certain amount of smoothing is necessary, but since it does not fluctuate as much as the engine rotational speed, the actual delay in detection is greater than the delay in detecting the engine rotational speed. It is also possible to keep it quite small. Due to this delay difference, if the accuracy of the detection value itself is improved as much as possible, the above conditional expression Ne<
There was a problem in that the condition N ₀ ×I _L was sometimes established before the inertia phase started. Note that a technique has been proposed in which the timing at which the change in engine torque starts is determined in relation to the rotational speed of the turbine (Japanese Patent Laid-Open No. 56-35857). However, this technology is about downshifting;
Not only is the formula for the start time itself different, but there is no way to deal with such a detection delay.

[Purpose of the invention]

The present invention has been made in view of such problems, and eliminates the difference between the delay in detecting the engine rotation speed Ne and the delay in detecting the output shaft rotation speed _N0 of the automatic transmission, so that both detected values The improved accuracy directly contributes to improved accuracy in detecting the start of the inertia phase.
Therefore, it is an object of the present invention to provide an integrated control device for an automatic transmission and an engine that can contribute to improving the accuracy of detecting conditions for starting a change in engine torque.

[Means to solve the problem]

The first invention reduces the shift shock by reducing the engine torque when upshifting with the throttle open, and at least the engine rotational speed information is calculated by smoothing the actual detected value. In the automatic transmission and engine integrated control device that is used, the start condition for reducing the engine torque is set as follows: Ne<N ₀ ×I _L −α, where Ne...the smoothed engine rotational speed, N ₀ ...Output shaft rotational speed of automatic transmission, I _L ...Low gear ratio, α...Constant that takes into account at least the difference in detection delay of Ne and _N0 . has been achieved. Further, the second invention is provided when the above formula is continuously established a set number of times depending on at least one of the type of gear change, engine load, vehicle speed shift pattern, and on/off of the lock-up clutch. By doing so, the start time can be detected more accurately.

[Effect]

The operation of the present invention will be explained in detail using specific numerical values. In order to fully utilize the effect of engine torque down control, it is desirable to issue an engine torque down command immediately after the start of the inertia phase. For this purpose, it is necessary to improve the inertia phase detection accuracy. When using the conventional starting conditional expression Ne<N ₀ ×I _L ,
In order to improve the inertia phase detection accuracy, the detection accuracy of the engine rotational speed Ne and the output shaft rotational speed _N0 must be improved. However, if the engine rotation speed is, for example, the sampling interval is 4 msec.
In this case, there is a large fluctuation of about 100 rpm,
Since the actually measured engine speed cannot be used as is, it is necessary to perform so-called smoothing processing to obtain a virtual average. In addition, as for this smoothing processing method, for example, the engine rotation speed is calculated every msec.
Ne is sampled, and from the previously determined annealed engine rotational speed Ne′ _i-1 and the currently sampled engine rotational speed Nei, the current annealed engine rotational prime is determined Ne′i=(kNe′ _{i− 1} + Nei)/
There is a method to find (k+1). Here k is a constant. Then, by using this as a judgment condition every 16 msec, it is possible to obtain a virtual average that smoothes out fluctuations in engine speed. However, there is a time delay in detecting the engine rotation speed using this method, and it has been confirmed that in reality, the detection is about 50 rpm behind the virtual average of the true engine rotation speed. On the other hand, the output shaft rotation speed of an automatic transmission also requires some degree of smoothing processing, but since the output shaft rotation speed does not vary as much as the engine rotation speed, depending on the processing method, a virtual average of the true output shaft rotation speed may be used. It is also possible to suppress the delay by, for example, a delay of about 10 rpm. As a result, due to this difference in detection delay, Ne<N ₀
A problem arises in that the condition ×I _L may be satisfied before the inertia phase starts. For example, in the case of lock-up clutch-on and power-on upshift, the relationship Ne = N ₀ × I _L holds true from after the gear shift output to the start of the inertia phase, but when the inertia phase begins, the engine speed suddenly increases. The conditional expression Ne＜N ₀ ×
I _L comes to hold true. However, when we started investigating whether the condition Ne < N ₀ × I _L was satisfied after the gear shift output was output, due to the above delay, the output shaft rotational speed N ₀ , which tends to increase as the power is turned on, was detected. (vehicle speed) is detected earlier due to the sudden drop in engine speed Ne, and the condition Ne<N ₀ ×I _L may be satisfied before the inertia phase starts.
As a result, a command to change the engine torque is issued before the start of the inertia phase, resulting in an increase in shift shock. In the first invention, the formula Ne<N ₀ ×I _L −α is used as the starting condition for torque change, and a constant is used to eliminate the difference between the delay in detecting the engine rotation speed and the delay in detecting N ₀ ×I _L. Since α is incorporated, such a problem can be solved. Further, the second invention is provided when the above formula is continuously established a set number of times depending on at least one of the type of gear change, engine load, vehicle speed shift pattern, and on/off of the lock-up clutch. Since the time to start changing the engine torque is determined by , the engine torque is less susceptible to the effects of arteries and the like. In a preferred embodiment, the constant α is corrected depending on at least one of the type of transmission, engine load, vehicle speed, shift pattern, and whether the lock-up clutch is on or off. This constant α
As for the setting method, since inertia phase detection tends to be delayed as the inertia phase is increased, it is necessary to set it as small as possible under the condition that the torque change start condition is not satisfied before the inertia phase starts. By correcting the set value according to the type of shift, engine load, vehicle speed, shift pattern, etc. in this way, it becomes possible to set the most optimal α under each condition. Also, preferably, the engine rotation speed Ne,
Alternatively, the output shaft rotational speed N ₀ of the automatic transmission is set to a value obtained by smoothing a plurality of detected values. This can further improve reliability. Note that since each detection delay is determined by this rounding processing method, the value of the constant α is determined accordingly.

【Example】

Embodiments of the present invention will be described in detail below 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 engine control computer 7 controls the fuel injection amount at the injection valve 19 and the ignition timing at the distributor 20, so that an engine output corresponding to the accelerator opening degree and the engine rotation speed is obtained. It's becoming like that. The automatic transmission 2 also includes a lock-up clutch 5 in its torque converter 4, and the automatic transmission control computer 8 controls the solenoid valves _S1 to _S3 (S3) of the hydraulic control device ₃ .
(for lock-up engagement) is controlled, and as a result of changing the oil passage in the hydraulic control device 3, the engagement state of the lock-up clutch 5 and each friction engagement device is selectively changed, and the vehicle speed and accelerator opening are controlled. In addition to providing a gear position corresponding to the gear position, it is also possible to perform so-called direct-coupling driving with lock-up ON at a specific gear position. The engine control computer 7 includes 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, and the throttle sensor 1.
2, the vehicle speed from the vehicle speed sensor 13, the engine water temperature from the engine water temperature sensor 14, and the brake ON signal 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, this engine control rule computer 7 includes:
By automatic transmission control computer 8
The solenoid signals of the solenoid valves S ₁ to _{S 3} that are ON-OFF controlled are also input in parallel, and this determines the shift command timing of the automatic transmission and whether the lock-up engagement signal is ON or OFF. Further, when actually changing gears, engine torque change control is executed by retard control, and when execution is impossible, a warning device 21 warns to that effect. 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 and lock-up state corresponding to the vehicle speed and accelerator opening are obtained. It's getting old. Further, a retardation control regulation signal is inputted to the automatic transmission control computer 8 from the engine control computer 7, so that the automatic transmission side can determine that the engine 1 has restricted the retardation control. FIG. 3 is a flowchart of integrated control of the automatic transmission and engine. First, in step 100, various signals are read. In step 201, it is determined whether flag F is zero. This flag F is for controlling the flow. Initially, it is set to zero, so proceed to step 102. In step 102, it is determined from the signal changes of the electromagnetic valves _S1 to _S3 that a speed change will occur. When it is determined that a shift will occur, the process proceeds to step 104 where the number of times n ₁ is satisfied, the constant α is the type of shift, the engine load,
These are determined depending on the vehicle speed, the position of the shift pattern, and whether the lock-up clutch is on or off. After this determination, in step 106, it is determined whether the starting conditional expression Ne<N ₀ ×I _L -α is satisfied. If this condition is not met, the step
At 202, flag F is set to 1, and n is reset to zero. Here, n is reset to zero in order to start torque down only when the conditional expression is satisfied n _times in a row. step
If the start conditional expression is satisfied in step 106, n is counted up in step 108, and it is determined in step 110 whether or not n has reached the number of times _n1 has been satisfied. When n has not reached the number of times _n1 , the determination at step 106 is made again via steps 203, 201, and 205. When n reaches the number of times _n1 , the process proceeds to step 112, where engine torque reduction is started. Thereafter, in step 114, it is determined by a well-known method whether or not the torque down termination condition is satisfied, and when the torque down termination condition is satisfied, the torque down is terminated (step 116). After that, in step 206, the flag F,
Count n is reset to zero. Note that in the case of a power-on upshift when the lock-up clutch is off, Ne > N ₀ × I _L holds true from after the shift output until the start of the inertia phase, but in this case as well, the torque change The starting condition can be that Ne<N ₀ ×I _L −α occurs _n times in a row. In this case, α is preferably set near zero.

[Effects of the Invention] As explained above, according to the present invention, the start of the inertia phase can be detected early and without error, and the effect of changing the engine torque can be maximized. The excellent effect of being able to draw out the paper can be obtained.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, FIG. 2 is an overall block diagram showing the configuration of an embodiment of an automatic transmission and engine integrated control device according to the present invention, and FIG. 3 is a block diagram showing the above-described embodiment. 2 is a flowchart showing a torque change control routine employed in the example device. Ne...Engine rotation speed, N ₀ ...Output shaft rotation speed of automatic transmission, I _L ...Low gear ratio, α...
A constant that takes into account the difference in detection delay of at least Ne, N ₀ .

Claims (1)

[Claims] 1. Shift shock is reduced by reducing engine torque during upshifting with the throttle open, and at least engine rotational speed information is smoothed from actual detected values. In _the automatic transmission and engine integrated _control device used in N ₀ ... Output shaft rotation speed of automatic transmission, I _L ... Low gear gear ratio, α ... Constant that takes into account at least the difference in detection delay of Ne and N ₀ . Integrated control device for automatic transmission and engine. 2 The constant α is determined by the type of gear change, engine load,
The automatic transmission and engine integrated control device according to claim 1, wherein the correction is made depending on at least one of vehicle speed, shift pattern, and on/off of a lock-up clutch. 3. Claim 1, wherein the output shaft rotational speed N ₀ of the automatic transmission is a value resulting from a smoothing process that is lighter than the smoothing process of the engine rotational speed.
3. An integrated control device for an automatic transmission and an engine according to any one of Items 1 and 2. 4. Gear shift shock is reduced by reducing engine torque when upshifting with the throttle open, and at least engine speed information is used after smoothing the actual detected value. In an integrated control device for an automatic transmission and an engine, the starting condition for reducing the engine torque is Ne<N ₀ ×I _L −α, where Ne: smoothed engine rotational speed, N ₀ : automatic gear shift output shaft rotational speed of the machine, I _L ...low gear ratio, α ...constant that takes into account at least the difference in detection delay of Ne and _N0 , the type of gear change, engine load, vehicle speed, shift pattern, lockup An integrated control device for an automatic transmission and an engine, characterized in that the automatic transmission and engine integrated control device is characterized in that the condition is established a set number of times depending on at least one of on and off of a clutch.