JPH07145745A - General control device for engine and automatic transmission - Google Patents

Abstract

PURPOSE:To stabilize input torque at the time of gear change to an automatic transmission which is connected to an engine of variable number of operating cylinder. CONSTITUTION:In a general control device consisting of an engine Eg in which the number of operating combustion cylinder can be varied and an automatic transmission At provided with a plurality of abrasion engaging device Fd, a cylinder number changing means 100 for changing the number of operating combustion cylinder in the engine Eg, and a clutch-to-clutch change gear judging means 101 for judging clutch-to-clutch gear change carried out by engaging either one of abrasion engaging device Fd out of abrasion engaging devices Fd while disengaging the other abrasion engaging device Fd. And the general control device is also provided with an operating cylinder number change inhibiting means 102 for inhibiting change of the number of operating combustion cylinders in the engine Eg by the operating cylinder number change means 100 when clutch-to-clutch gear change is judged.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling an engine and an automatic transmission in a vehicle, and more particularly to an engine capable of changing the number of combustion cylinders or a combustion state such as ignition timing for each cylinder. The present invention relates to a controllable engine and an automatic transmission connected to the engine.

[0002]

2. Description of the Related Art It is known that the fuel economy of an engine mounted on a vehicle is better under a high load condition. Therefore, for example, in the engine disclosed in Japanese Patent Laid-Open No. 56-115830, in a V-type engine in which cylinders are formed in each of the V-shaped banks, the combustion in one of the cylinders of one bank is stopped when the load is light. However, the actual load is controlled to be relatively increased.

On the other hand, an automatic transmission for a vehicle executes gear shifting by switching the engaged / released states of frictional engagement devices such as brakes and clutches, so that a gear shift shock may occur depending on whether or not the gear shifting is appropriate. The amount of energy to be absorbed by the friction engagement device also increases. Therefore, in the past, the ignition timing in the engine during gear shifting is delayed or the fuel injection amount is reduced to temporarily reduce the torque input to the automatic transmission, thereby reducing gear shift shock, or The durability of the friction engagement device is improved.

[0004]

As described above, the torque input to the automatic transmission has a great influence on the shift shock and the durability of the friction engagement device, but the engine and the automatic transmission are generally different from each other. , To be controlled independently of each other,
The input torque from the engine at the time of shifting in the automatic transmission is
It may be inappropriate for the shift. For example, in the case of so-called clutch-to-clutch shifting in which one of the friction engagement devices is released and the other friction engagement device is engaged in an automatic transmission, a sub-transmission unit for overdrive and a plurality of gear stages are used. For example, in the case of simultaneous gear shifting in which gear shifting is performed together with the main gear shifting section for setting, the rotational speed and torque of a predetermined rotary member due to engagement or disengagement of any friction engagement device is This greatly affects the disengagement or engagement of the engagement device. Therefore, if the torque input from the engine to the automatic transmission greatly changes during such a shift, the shift control in the automatic transmission becomes inadequate. . Specifically, in the automatic transmission connected to the engine in which the control for changing the number of combustion cylinders is performed, when the number of combustion cylinders in the engine changes during clutch-to-clutch shift or simultaneous shift, Since the torque input to the automatic transmission changes transiently with it,
The timing of engagement and disengagement of the friction engagement device becomes improper, resulting in inconveniences such as an increase in shift shock and a reduction in durability of the friction engagement device.

On the contrary, the engine is not controlled at the time of gear shifting in the automatic transmission, which may cause inconveniences such as deterioration of gear shift shock and deterioration of durability of the friction engagement device. That is, the reduction control of the output torque of the engine accompanying the shift may be restricted by other conditions such as the catalyst temperature. In such a case, the torque input to the automatic transmission during the shift is assumed. Since the torque is larger than the torque, the same inconvenience as described above occurs.

The present invention has been made in view of the above circumstances, and controls an engine capable of executing a combustion state change including a combustion halt for a predetermined cylinder in accordance with a state of an automatic transmission. Therefore, it is an object of the present invention to provide a control device that can effectively prevent inconveniences such as gear shift shock and reduction in durability of the friction engagement device.

[0007]

In order to achieve the above object, the invention described in claim 1 is as follows, as shown in FIG.
An engine Eg capable of changing the number of combustion cylinders and a plurality of friction engagement devices Fd are provided and the friction engagement devices Fd are provided.
In the integrated control device for the automatic transmission At, which executes gear shifting by changing the engagement / disengagement state, the cylinder number changing means 100 for changing the number of combustion cylinders of the engine Eg and the friction engagement device Fd. Clutch-to-clutch shift determination means 101 for determining a clutch-to-clutch shift to be executed by engaging any one of the friction engagement devices Fd and releasing the other friction engagement device Fd.
Cylinder number change prohibiting means 102 for prohibiting the change of the number of combustion cylinders of the engine Eg by the cylinder number changing means 100 when the clutch-to-clutch shift is determined.

Further, according to a second aspect of the invention, as shown in FIG. 2, an engine Eg capable of changing the number of combustion cylinders and a main speed change section Gm capable of executing a speed change independently of each other.
In the integrated control device for the automatic transmission At having the sub transmission portion Gs, the cylinder number changing means 100 for changing the number of combustion cylinders of the engine Eg, and the main transmission portion Gm and the sub transmission portion Gs simultaneously perform the transmission. A simultaneous shift determination means 103 for determining a simultaneous shift and a cylinder number change prohibiting means 102 for prohibiting a change in the number of combustion cylinders of the engine Eg by the cylinder number changing means 100 when the simultaneous shift is determined are provided. It is characterized by.

Further, according to the third aspect of the present invention, as shown in FIG. 3, the plurality of cylinders are divided into at least two groups, and the combustion state in each cylinder is set to temporarily reduce the output. And an automatic transmission At connected to the engine Eg that can be changed independently of each other
And a shift determining means 104 for determining a shift by the automatic transmission At and an automatic transmission A.
Combustion state changing means 105 for changing the combustion state in each cylinder group in order to temporarily reduce the output at the time of shifting at t
And the output reduction control regulation determining means 106 for determining that the change of the combustion state in any of the cylinder groups is regulated.
And when it is determined that the combustion state change in any of the cylinder groups is restricted, the combustion state change in the other cylinder group is determined by the restriction of the combustion state change in any of the cylinder groups. It is characterized in that it is provided with an output reduction increasing means 107 for changing the output so that the output is reduced more than it is not.

According to a fourth aspect of the present invention, as shown in FIG. 4, a plurality of cylinders are divided into at least two groups, and the combustion state and combustion cylinders in each cylinder are used to temporarily reduce the output. In a comprehensive control system of an engine Eg whose number is changed independently for each group and an automatic transmission At connected to the engine Eg, a low load operating state in which combustion in one of the cylinder groups is stopped is set. A low-load operating state determination means 108 for determining and a deactivated cylinder changing means 109 for changing a cylinder group for stopping combustion when a low-load operating state is determined are provided each time a predetermined condition is satisfied. It is what

[0011]

According to the invention described in claim 1, the number of combustion cylinders in the engine Eg is changed according to the load and the like.
The shift is executed by the automatic transmission At in accordance with the change of the running state such as the vehicle speed and the engine load. If the shift in the automatic transmission At is a clutch-to-clutch shift in which a predetermined friction engagement device Fd is engaged and another friction engagement device Fd is released, this is a clutch-to-clutch shift determination. The means 101 determines. When this determination is made, the cylinder number change prohibiting means 1
02 prohibits the change of the number of combustion cylinders by the cylinder number changing means 100 in the engine Eg. Therefore, during the clutch-to-clutch shift in the automatic transmission At, the input torque does not fluctuate due to the change in the number of combustion cylinders of the engine Eg, so that any of the friction engagement devices Fd involved in the shift is not changed. There is no shift in engagement / disengagement timing or deterioration of gear shift shock.

Further, in the invention described in claim 2, when the gear shift in the automatic transmission At is the simultaneous gear shift in which both the main gear shift section Gm and the sub gear shift section Gs perform the gear shift, the simultaneous gear shift determination is performed. The means 103 determines. When this determination is made, the cylinder number change prohibiting means 102 prohibits the cylinder number changing means 100 in the engine Eg from changing the number of combustion cylinders. Therefore, at the time of simultaneous shifting with the automatic transmission At,
Since the input torque does not fluctuate due to the change in the number of combustion cylinders of the engine Eg, it is possible to prevent the speed change of any one of the speed change parts Gm and Gs from progressing abnormally fast or vice versa. It

According to the third aspect of the present invention, when the shift determining means 104 determines that the automatic transmission At should perform the shift, control for temporarily reducing the output of the engine Eg is executed. That is, the combustion state of the cylinders is changed by the combustion state changing means 105 with a plurality of cylinders as a group. This combustion state change control may be restricted by factors such as the temperature of the catalyst that purifies exhaust gas from the group of cylinders, and such restriction is determined by the output reduction control restriction determination means 106. When this determination is made, the output reduction increasing means 10 is set so that the combustion state of the other group of cylinders further reduces the engine output.
Controlled by 7. That is, when the combustion state in the one group of cylinders is not changed, the combustion state in the other group of cylinders is changed so as to make up for it, so the torque input to the automatic transmission At is changed. Is reduced to an extent suitable for gear shifting, and as a result, inconveniences such as wear of the friction engagement device and deterioration of gear shift shock are eliminated.

According to the invention described in claim 4, the control of the combustion state for temporarily stopping the combustion in a predetermined cylinder and temporarily reducing the output is performed for each group with a plurality of cylinders as one group. When the low-load operating state determination unit 108 determines that the low-load operation is to be performed because the load is small, the deactivated cylinder changing unit 109 changes the group of cylinders for which combustion is to be stopped, every time a predetermined condition is satisfied. To do.
Therefore, since the cylinder in which combustion is stopped for a long period of time is eliminated, the temperature or the temperature of the exhaust purification catalyst or the like connected to the cylinder is maintained at a predetermined temperature or higher. The combustion state change control for temporarily reducing the output becomes possible, and as a result, the input torque at the time of gear shifting in the automatic transmission At is reduced, so that wear of the friction engagement device and deterioration of gear shift shock are caused. The inconvenience of is prevented.

[0015]

EXAMPLES The present invention will now be described in detail based on examples. FIG. 5 is a block diagram showing the basic construction of an embodiment of the present invention, in which an engine Eg capable of changing the number of combustion cylinders and the combustion state in each cylinder is frictionally engaged with the engine Eg based on the traveling state. An automatic transmission At is connected which changes gears by changing the engaged / disengaged state of the device.

An example of the automatic transmission At is shown in FIG. 6 as a skeleton diagram. Briefly explaining this, the automatic transmission At has a torque converter 2 having a lockup clutch 1 as a transmission mechanism, The sub-transmission unit 3 has a set of planetary gear mechanisms, and the main transmission unit 4 sets a plurality of forward gears and reverse gears by two sets of planetary gear mechanisms. The sub-transmission unit 3 switches between high and low stages and has a carrier 5 of the planetary gear mechanism.
Is connected to the turbine runner 6 of the torque converter 2, and a clutch C0 and a one-way clutch Fo are provided between the carrier 5 and the sun gear 7 so as to be in parallel relationship with each other. H
A brake B0 is provided between u and U.

The sun gears 8 and 9 in each planetary gear mechanism of the main transmission unit 4 are provided on a common sun gear shaft 10, and the ring gear 11 in the planetary gear mechanism on the left side (front side) of the main transmission unit 4 in the drawing. A first clutch C1 is provided between the sun gear shaft 10 and the ring gear 12 of the sub transmission unit 3, and a second clutch C2 is provided between the sun gear shaft 10 and the ring gear 12 of the sub transmission unit 3. The carrier 13 of the planetary gear mechanism on the left side of the figure in the main transmission unit 4
And the ring gear 14 of the right (rear side) planetary gear mechanism are integrally connected, and the output shaft 15 is connected to the carrier 13 and the ring gear 14.

A first brake B1 which is a band brake is provided so as to stop the rotation of the sun gear shaft 10,
More specifically, it is provided on the outer peripheral side of the clutch drum of the second clutch C2, the second brake B2 is arranged between the sun gear shaft 10 and the housing Hu, and in the planetary gear mechanism on the rear side. A one-way clutch F1 and a third brake B are provided between the carrier 16 and the housing Hu.
3 and are arranged in parallel.

In this automatic transmission At, by engaging and disengaging each friction engagement device as shown in FIG. 7, a gear position of 5 forward gears and 1 reverse gear is set. In addition,
In FIG. 7, the mark ◯ indicates engagement and the mark x indicates release.

Each clutch C0 in the automatic transmission At,
The hydraulic control device 17 which supplies and discharges hydraulic pressure to and from C1, C2 and the brakes B0, B1, B2, B3 includes first to third solenoid valves for mainly setting the first to fifth speeds and the reverse gear. S1, S2, S3, a linear solenoid valve SLU for controlling the lockup clutch 1 and adjusting the supply pressure of the brake B0, a linear solenoid valve SLT for controlling the line hydraulic pressure PL according to the throttle opening, A linear solenoid valve SLN for controlling the back pressure of the accumulator is provided. An electronic control unit (T-E for controlling these solenoid valves
CU) 18 is provided, which is mainly composed of a central processing unit (CPU), storage elements (ROM, RAM) and an input / output interface. Signal, vehicle speed signal, signal from neutral start switch, signal from oil temperature sensor, signal from pattern select switch, signal from transmission control switch, signal from stop lamp switch, etc. An electronic control unit (E-ECU) 19 for an engine is connected to the electronic control unit 18 so that data can be communicated with each other. A signal from the throttle position sensor, a signal from the water temperature sensor, a signal indicating the temperature of the exhaust purification catalyst, and other signals are input to the electronic control unit 19 for the engine.

Electronic control unit 18 for the automatic transmission described above
Controls the gears to be set and the engagement / release of the lockup clutch 1 based on each input signal and a map stored in advance, and the electronic control unit 19 for engine A signal is output so as to execute the torque down control.

The engine Eg to which the above-mentioned automatic transmission At is connected is an engine configured so as to control combustion pause by a predetermined number of cylinders as a group or control the combustion state by the ignition timing and the fuel injection amount. An example thereof is a V-type engine that performs the above control for each cylinder of the left and right banks. FIG. 8 is a diagram schematically showing this engine Eg. Intake pipe lines 22 and 23 are provided for each cylinder (not shown) of the left bank 20 and the right bank 21 as a group. Electronic throttle valves 24 and 25 whose openings are electrically controlled are provided on the paths 22 and 23. The exhaust ports (not shown) of each cylinder of the left and right banks 20 and 21 are connected to the exhaust manifold 2
Exhaust pipes 28, 29 are connected via 6, 27. And each of those exhaust pipes 2
Exhaust gas purification catalysts 30 and 31 are provided at 8 and 29.

Further, the ignition timing, the fuel injection amount, and the throttle opening in the cylinders of the left and right banks 20, 21 are constructed so as to be controlled independently of each other. ,
It has a left bank control engine computer 32 and a right bank control engine computer 33. Each of these engine computers 32, 33
While being connected to the automatic transmission electronic control unit 18 in a data communicable manner, the corresponding left and right exhaust purification catalysts 30,
The temperature of 31 is input as data. The engine computers 32 and 33 are adapted to control the ignition timing or the fuel injection amount in the corresponding left and right electronic throttle valves 24 and 25 and the corresponding cylinders of the left and right banks 20 and 21, respectively.

By the way, as is known from the engagement operation table shown in FIG. 7, in the above automatic transmission At, shifting between the third speed and the fourth speed is performed by the second clutch C2 and the first brake B1.
This is a so-called clutch-to-clutch shift in which the engagement and disengagement states of and are switched. When executing this shift, these two friction engagement devices are kept in the overlapped state for a predetermined period in order to prevent the engine from being blown up in the case of an upshift and to prevent a shift shock in the case of a downshift. It is necessary to maintain or underlap. In order to perform such control, the automatic transmission At is provided with the hydraulic circuit shown in FIG.

In FIG. 9, reference numeral 40 denotes a 3-4 timing valve, and the 3-4 timing valve 40 has a 3-4 timing valve.
An import 43 communicating with the drain oil passage 42 of the shift valve 41, a drain pressure input port 45 communicating with the drain oil passage 42 via an orifice 44, and a supply oil from the 3-4 shift valve 41 to the second brake B2. An input port 48 communicating with the passage 46 through an orifice 47, a signal port 49 to which the signal pressure from the linear solenoid valve SLU for the lockup clutch is input, and a drain port 5
0 and are provided. Further, the spool 51 of the 3-4 timing valve 40 has a land 52 located at one end thereof for opening and closing the drain port 50 and a drain 52 located in the middle and for partitioning the drain pressure input port 45 and the import 43. A land 53 forming a drain pressure receiving surface on the pressure input port 45 side and a small diameter land located at the other end and forming a supply pressure receiving surface and partitioning the input port 48 and the drain pressure input port 45. And 54. The land 52 on the one end side thereof contacts the pressure receiving piston 56 via the spring 55, and the pressure receiving piston 56 forms a pressure receiving surface for the signal pressure from the signal port 49.

Accumulator 5 for the first brake B1
7 is connected to an oil passage 58 leading to the first brake B1 via an orifice 59.
Reference numeral 7 controls the engagement pressure of the first brake B1 by changing the back pressure by the hydraulic pressure from the accumulator control valve controlled by the linear solenoid valve SLN. The accumulator 6 for the second clutch C2
Similarly, for 0, the back pressure is changed by the hydraulic pressure from the accumulator control valve controlled by the linear solenoid valve SLN to control the engagement pressure of the second clutch C2.

Further, in FIG. 9, reference numeral 61 is a C-2 orifice control valve which constitutes a first fill means for the second clutch C2, and is an end portion provided with a spring 63 for pressing the spool 62 in its axial direction. A control port 64 is formed at the opposite end, and the control port 64 is provided with the second clutch C via the orifice 65.
It is connected to 2. In the middle part, the supply oil passage 4 is provided.
An input port 66 to which 6 is connected and a second clutch port 67, which is connected to and cut off from the input port 66 by the spool 62 and to which the second clutch C2 is connected, are formed. B-1 control valve 6 to be described later
A first brake port 69 connected to the first brake B1 via the valve 8 and a drain port 70 which is connected to and cut off from the first brake port 69 by a spool 62 are formed. A signal port 71 for inputting the signal pressure from the third solenoid valve S3 is formed at the end where the spring 63 is arranged.

Explaining the B-1 control valve 68, this is a valve for controlling the supply / discharge speed of the hydraulic pressure of the first brake B1, and the oil pressure for causing the hydraulic pressure of the first brake B1 to act as a signal pressure. The signal port 72 connected to the path 58 and the orifice 7 in the 3-4 shift valve 41.
D port 74 connected via 3 and this D port 74
To the brake port 75, which is communicated / blocked with respect to and to which the oil passage 58 is connected, and with the brake port 75, which is communicated / blocked with and connected to the first brake port 69 in the C-2 orifice control valve 61. And a brake port 76 are formed. A spring 78 is provided at one end of the spool 77 for opening and closing these ports.
It is brought into contact with the piston 79 via. A control port 80 which is opened between the spool 77 and the piston 79 and which is supplied with the fourth speed pressure, and a signal pressure port 81 which acts on the piston 79 the signal pressure of the lock-up clutch linear solenoid valve SLU. And are formed. In FIG. 9, reference numeral 82 is a 2-3 shift valve, and reference numeral 83 is an orifice provided in the drain oil passage 44.

That is, the 3-4 timing valve 40 is shown in FIG.
By switching from the position shown in the upper half to the position shown in the lower half, the import 43 communicates with the drain port 50 and increases the exhaust pressure speed from the first brake B1.
By controlling the hydraulic pressure supplied to the control port 49 by the linear solenoid valve SLU during the upshift from the third speed to the fourth speed, the overlap period between the second clutch C2 and the first brake B1 is appropriately adjusted. It is designed to be controlled. Also, when downshifting from the 4th speed to the 3rd speed, the control port 8 of the B-1 control valve 68 is
The hydraulic pressure supplied to No. 1 is controlled by the linear solenoid valve SLU to control the timing at which the B-1 control valve 68 switches to the position shown in the upper half of FIG. 9 to control the hydraulic pressure supply timing to the first brake B1. Then, the underlap period of the second clutch C2 and the first brake B1 is controlled appropriately.

When the load is small (specifically, when the accelerator opening TA is equal to or less than a predetermined opening), the engine Eg described above has one of the left and right banks 20, in order to improve fuel efficiency. Pause combustion in the 21st cylinder. This is because, for example, the engine electronic control unit 19 determines the load state based on the input signal, stops the fuel injection to the cylinder of either bank 20 or 21 based on the result, and determines that bank 20. , 21 corresponding to the electronic solenoid valves 24 and 25 are closed, and the energization of the spark plug is stopped. On the other hand, automatic transmission A
t determines the gear to be set based on the engine load represented by the accelerator opening TA and the vehicle speed. Therefore, if the accelerator opening TA decreases, an upshift is determined. Therefore, the engine Eg shown in FIG.
In a vehicle equipped with an automatic transmission At, when the accelerator opening TA is reduced, it is determined that the number of combustion cylinders will decrease and an upshift will occur. Therefore, the input torque to the automatic transmission At may change, and as a result, the shift shock may worsen. Therefore, the electronic control units 18 and 19 according to the present invention control so as to prohibit the change of the number of combustion cylinders in the case of clutch-to-clutch shift.

An example of this is shown in the flow chart of FIG. 10. After processing the input signal (step 1),
It is determined whether or not both banks are in operation (step 2). That is, it is determined whether or not the operating state in which the cylinders of the left and right banks 20 and 21 perform combustion. The result is "No"
In the case of, that is, in the case of so-called single bank operation in which combustion is performed only in one of the cylinders of one of the banks 20 (21), the control returns without any particular control, and in the case of both bank operation, the accelerator is opened. It is determined whether or not an upshift from the third speed to the fourth speed occurs due to the reduction of the degree TA (step 3). This judgment is established, for example, by narrowing the accelerator opening TA while traveling at a constant vehicle speed. One example is as shown in FIG. 11, where the accelerator pedal is released during traveling at the third speed, and the accelerator opening TA changes from TA1. T
When it is reduced to A2, the driving state changes across the upshift line from the third speed to the fourth speed in the shift diagram, so that a so-called power-off upshift from the third speed to the fourth speed is performed. Judgment is established.

If the result of the determination in step 3 is "no", the process returns without any control, and "yes".
In the case of, the accelerator opening TA is a predetermined reference opening T
It is determined whether or not A0 or less (step 4). The reference opening TA0 is an opening that serves as a reference for determining whether to perform the single bank operation, and the accelerator opening TA is the reference opening TA0.
If the result of the determination in step 4 is "NO", it means that both bank operations in which combustion is performed in all cylinders are continued, and therefore control is not performed and control returns. On the contrary, if the accelerator opening TA is equal to or smaller than the reference opening TA0, that is, if the determination result in step 4 is "yes", the clutch opening TA is equal to or smaller than the reference opening TA0, Since the upshift from the third speed to the fourth speed, which is a two-clutch shift, is determined, a map that defines the prohibition control for switching to single bank operation and the relationship between the accelerator opening and the throttle opening ( Control of changing the accelerator opening / throttle opening map) is executed (step 5).

That is, in the above-mentioned engine Eg, if the accelerator opening TA exceeds the predetermined reference opening TA0, both banks are operated so that combustion is performed in all the cylinders. The relationship with the engine torque is as shown by the solid line in FIG.
On the other hand, the accelerator opening TA is equal to the reference opening T under normal operating conditions except during shifting and no special regulation condition.
If it is A0 or less, it is switched to the one-bank operation in which the number of combustion cylinders is reduced, and the relationship between the accelerator opening TA and the engine torque in that case is as shown by the solid line in FIG. The control for changing the number of combustion cylinders is performed so that the torque curves shown in FIGS. 12A and 12B are smoothly connected, but actually, in the boundary region between both bank operation and one bank operation. The engine torque of No. does not always change smoothly, and there is a fluctuation of the engine torque in the area indicated by the symbol X in FIG. Therefore, when clutch-to-clutch shift is judged, accelerator opening /
Change the throttle opening map and continue operating both banks without performing one bank operation.

FIG. 13A shows an accelerator opening / throttle opening map for the cylinder of the left bank, and FIG. 13B shows an accelerator opening / throttle opening map for the cylinder of the right bank. The map shown by the solid line is used in the normal time (non-shift), and the map shown by the broken line is used at the shift. First, a normal map of the cylinders of the left bank will be described. When the accelerator opening TA exceeds the reference opening TA0, both banks are operated so that combustion is performed in all cylinders. The throttle opening increases as the opening TA increases. On the other hand, the accelerator opening TA is the reference opening T
In a state of A0 or less, one bank operation is performed during normal operation, so the accelerator opening TA is set to compensate for the decrease in engine torque due to the suspension of combustion in the cylinder of the right bank.
Is increased, and the throttle opening is decreased in accordance with the decrease in accelerator opening TA. A normal map of the cylinders of the right bank will be described. To stop combustion in the cylinders of the right bank at the reference opening TA0 or less, the throttle opening is set with respect to the accelerator opening of the reference opening TA0 or more. Is set so that the throttle opening increases as the accelerator opening TA increases, similar to the map for the cylinder of the left bank. The map for the cylinders of the left and right banks for shifting is shown in Fig. 1.
As shown by broken lines in (A) and (B) of 3, a characteristic curve obtained by smoothly extending the characteristic curve during operation of both banks to the region of the accelerator opening equal to or less than the reference opening TA0 is provided.

Therefore, by executing the control of step 5, even if the accelerator opening TA becomes less than the reference opening TA0 during clutch-to-clutch shifting,
Both bank operations that do not suspend combustion are continued, so that the torque input to the automatic transmission At does not change during the shift, and as a result, deterioration of shift shock is prevented.

The control of the above step 5 is executed, then in step 6, the input signal is processed again, and the second signal is processed.
It is determined whether or not the shift from the third speed to the third speed is in progress (step 7). This shift is performed by releasing the brake B0 of the sub-transmission unit 3 and engaging the first and second brakes B1 and B2 of the main transmission unit 4 as shown in the engagement operation table of FIG. It is a shift to be executed, which is the sub-shift unit 3 and the main shift unit
This is a so-called simultaneous shift in which both shifts occur. Therefore, if the input torque to the automatic transmission At changes during this shift, the shift shock deteriorates, so if the upshift from the second speed to the third speed is in progress, that is, the determination result of step 7 is "yes." If it is ", the process returns to step 5 and the prohibition control for switching to the single bank operation is executed.

On the other hand, if the result of the determination in step 7 is "no", neither clutch-to-clutch shift nor simultaneous shift is performed. In this case, therefore, the accelerator opening TA is used as a reference. If the opening is equal to or less than TA0, the control for switching to the single bank operation and the normal accelerator opening / throttle opening map are performed (step 8).

In the above embodiment, the case where the shift from the third speed to the fourth speed, which is the clutch-to-clutch shift, occurs during the operation of both banks has been explained. The worsening of the shock is the same in the case of so-called simultaneous shift, and therefore, even when the simultaneous shift is determined, it is possible to prohibit switching from both bank operation to one bank operation.

FIG. 14 is a flowchart showing the example. The flow chart shown here is the same as the judgment content of step 3 in the flow chart shown in FIG. The control contents in the other steps are the same as those in the flowchart shown in FIG.

The upshift from the 2nd speed to the 3rd speed is a simultaneous gearshift involving the gearshift in the auxiliary gearshift section 3 and the gearshift in the main gearshift section 4, as described above. Even if the accelerator opening TA is equal to or smaller than the reference opening TA0, switching to the single bank operation for reducing the number of combustion cylinders is prohibited (step 5). Therefore, since the input torque to the automatic transmission At does not change during the execution of the simultaneous shift, deterioration of shift shock is prevented.

By the way, conventionally, the input torque to the automatic transmission At is temporarily reduced at the time of shifting to reduce shift shock and improve the durability of the friction engagement device. This will be briefly described based on a flowchart. In FIG. 15, processing of an input signal (step 1
After performing 0), it is determined whether or not the shift is in progress (step 1
Perform 1). If the gear shift is in progress, it is determined whether the inertia phase has started (step 12). If the inertia phase has started, engine torque reduction control is executed (step 13). This control is continued until the inertia phase ends, and it is judged that the inertia phase ends (step 1
In the case of 4), the engine torque reduction control is stopped (step 15).

When this type of control is executed for the engine Eg capable of reducing the number of combustion cylinders described above, computers 32, 33 for controlling combustion in the cylinders of the banks 20, 21 are individually provided. Since the supply and exhaust systems are independent of each other, the control for reducing the engine torque at the time of shifting is executed independently of each other for the cylinders of the banks 20 and 21. This engine torque reduction control is executed by, for example, delaying the ignition timing or reducing the fuel injection amount, and the conditions for executing the control are that the communication system is normal and the exhaust gas purification is performed. There are various conditions such as that the catalysts 30 and 31 function normally. Therefore, in the above-mentioned engine Eg, the combustion state change control for reducing the output torque of the cylinder of either one of the banks is not normally performed,
Alternatively, if the control is restricted, the normal torque reduction control is executed, and therefore the amount of decrease in the engine torque becomes smaller than the amount of decrease in the input torque required when shifting the automatic transmission At. There is a possibility that it will end up. Therefore, in order to prepare for such a situation, the above electronic control unit 1
Reference numerals 8 and 19 perform engine torque reduction control as shown in FIG.

FIG. 16 is a flow chart showing the control contents of FIG. 13 described above, and processing of the input signal (step 13).
After performing step 01), it is determined whether or not one-bank operation is in progress (step 1302). If one-bank operation is in progress, control returns without performing any control. If both banks are in operation,
It is determined whether communication with the control system for the left bank 20 is normal (step 1303).

If the result of the determination in step 1303 is "NO", that is, if there is an abnormality in communication with the left bank 20, it is determined whether communication with the control system for the right bank 21 is normal (step 1304). If the communication for the right bank 21 is normal, it is determined whether or not the temperature TRC of the exhaust purification catalyst 31 connected to the cylinder of the right bank 21 is equal to or higher than a predetermined reference temperature (for example, 350 ° C.) (step 1305). ). If the determination result is “yes”, it means that the combustion state change control for the cylinder of the right bank 21, that is, the ignition timing retard control can be executed. Is prohibited, and the retard amount for the cylinder of the right bank 21 is doubled so as to compensate for the inability to execute the retard control for the cylinder of the left bank 20 (step 1306).

On the other hand, if the result of the determination in step 1303 is "yes", that is, if the communication for the left bank 20 is normal, then it is determined whether the communication for the control system for the cylinder of the right bank 21 is normal. (Step 1307). If there is an abnormality in the communication with respect to the right bank 21, the temperature TLC of the exhaust purification catalyst 30 connected to the cylinder of the left bank 20 is a predetermined reference temperature (for example, 35).
It is determined whether the temperature is 0 ° C. or higher (step 1308). If the determination result is "yes", it means that the combustion state change control for the cylinder of the left bank 20, specifically, the ignition retard control, can be executed. Prohibit the retard control of
In addition, the retard amount for the cylinder of the left bank 20 is doubled so as to compensate for the amount of retard control that cannot be executed for the cylinder of the right bank 21 (step 1309).

When the determination result of the above step 1304 is "NO", that is, when the communication regarding the right bank 21 is abnormal, and when the determination result of step 1305 is "NO", that is, the catalyst temperature TRC on the right side is the reference temperature. If it is lower, or if the result of the determination in step 1308 is "no", the retard control cannot be performed for the cylinder of either the left or right bank 20, 21. In this case, therefore, the left or right bank 20 , 21 is prohibited (step 1310) and the engagement pressure for engaging the friction engagement device in the automatic transmission At is increased and / or the shift pattern is set to the low speed side. The control to move is executed (step 1311).

Further, if the communication to the control system of the cylinders of the left and right banks 20 and 21 is normal, that is, if the result of the determination in step 1307 is "yes", the delay of the cylinders of the left and right banks 20 and 21 at the time of shifting is delayed. The angle control is uniformly performed (step 1312).

The engine speed Ne, the engine output torque To, and the left and right banks 2 when the above control is executed
Output torques TR and T due to combustion in cylinders 0 and 21
The change of L with time is shown in FIG. Accelerator opening T
When A is throttled and an upshift to the third speed is judged, and at the same time the engine speed Ne starts to decrease, and then the inertia phase starts, retard control of the ignition timing in the cylinders of the left and right banks 20 and 21 is started. Is judged. In that case, if the retard angle control regulation conditions such as the communication abnormality and the catalyst temperature lower than the reference temperature are not established for the left and right banks 20 and 21, the retard angle control for the cylinders of the respective banks 20 and 21 becomes equal. Each bank 20, 21
As shown by the solid line in FIG. 17, the output torque due to the combustion in the cylinder is reduced until the end of the inertia phase. On the other hand, for example, if the retard control for the cylinder of the left bank 20 is restricted due to some abnormality, the retard control for the cylinder of the left bank 20 is not performed. , Left bank 20
However, the retard angle control for the cylinder of the right bank 21 is executed in a doubled manner as compared with the normal case. As a result, engine E
The output torque of g is reduced normally in the inertia phase. Therefore, even if the retard control for one of the banks is not performed at the time of gear shifting, the torque in the other bank is reduced to compensate for the inability to reduce the torque in the other bank. Excessive wear of the friction engagement device can be prevented.

As described in the above embodiment, the output torque reduction control is restricted when the temperature of the exhaust purification catalyst is below a predetermined temperature. This is because combustion in the cylinder becomes unstable when the ignition timing retard control is executed, and the exhaust purification catalyst is activated above a predetermined temperature. This is to prevent deterioration of exhaust gas due to instability of combustion. Therefore, as described above, in the engine Eg performing one-bank operation, the temperature of the catalyst connected to the bank on the idle side decreases, and after shifting to both-bank operation, the torque during shifting is increased until the catalyst temperature rises. The reduction control cannot be executed. Therefore, in order to prevent such an inconvenience, it is effective to prevent the catalyst temperature from excessively decreasing even during the one-bank operation. The electronic control devices 18 and 19 described above execute the control for that purpose as shown in FIG.

In the control example shown here, the control for changing the bank to be suspended during the single bank operation is performed. First, the input signal is processed (step 20), and then it is determined whether or not the single bank is in operation. (Step 21). If the one-bank operation is in progress, it is determined whether or not the flag F is set to "1" (step 22). This flag F is
As will be described later, this is a flag that is set to "1" when counting the time or the number of combustion (explosion),
If "F = 0", for example, the timer T is reset to zero (step 23) and then the process proceeds to step 24. If it is set to "1", step 23 is skipped and the process proceeds to step 24.

In step 24, it is judged whether or not the count value of the timer T exceeds a predetermined value α. This value α is
It defines the duration of one-bank operation due to combustion in cylinders of only one of the banks, and is set based on the fact that the temperature of the exhaust purification catalyst on the idle bank side does not drop excessively. There is. As an example, the engine water temperature TH and the elapsed time TIG from the start of the engine
Is set as a parameter, and this is shown in FIG.

When the count value of the timer T exceeds the above value α, that is, the judgment result of step 24 is "yes".
If, the bank is switched (step 2
5). That is, the combustion in the cylinder of the bank that was operating is stopped, and the combustion in the cylinder of the bank that was stopped is started. Then, the flag F is set to "0" (step 26) and the process returns. On the other hand, if the count value of the timer T is less than or equal to the value α, the flag F is set to "1" (step 27) and then the process returns. Furthermore, if the judgment result in step 21 is "No" because both banks are operating, immediately proceed to step 2
Go to 6.

The duration of the one-bank operation can be controlled by the number of combustions in the cylinder (the number of explosions) instead of being controlled by the timer T. In that case, step 23 is replaced with step 23A shown in FIG. 18, and the number N of combustions is reset to zero in this step. Further, step 24 is replaced with step 24A which is also shown in FIG. 18, and it is determined in this step whether or not the number of combustions N exceeds a predetermined reference number β. This reference number β also determines the duration of the operation in one bank, and is set so that the temperature of the exhaust purification catalyst on the bank side that is at rest does not drop excessively. An example thereof is shown in FIG. It is also described in.

Therefore, if the bank switching control during the one-bank operation shown in FIG. 18 is performed, the temperature of the exhaust purification catalyst on the suspended bank side does not excessively decrease, so that the two-bank operation is switched to. After that, the retard control at the time of shifting can be executed as usual.

The bank switching during the above-described one-bank operation is executed to prevent the temperature of the exhaust purification catalyst on the bank side in which combustion is suspended from decreasing. The determination of the timing for this can also be made based on the temperature Tc of the catalyst. An example of this is shown in FIG. 20. First, an input signal is processed (step 30), and then it is determined whether or not one bank operation is in progress (step 31). If the judgment result is "No", the process returns without performing any control, and if the bank is in one bank, it is judged whether or not the temperature Tc of the exhaust purification catalyst on the idle side is lower than a predetermined reference temperature γ. (Step 32). If the determination result is "yes", the bank switching is executed (step 33), and the combustion is performed in the cylinder on the bank side which has been stopped until then. If the result of the determination in step 32 is "no", the process returns.

Therefore, by performing the control shown in FIG. 20, the temperature of the catalyst on the idle side can be maintained at a predetermined temperature or higher, so that the retard control for the cylinders of both banks at the time of shifting after switching to the operation of both banks. Can be performed as usual.

In each of the above embodiments, an example of an automatic transmission provided with the gear train shown in FIG. 6 has been described, but the present invention is not limited to each of the above embodiments. It can be applied to a control device for an automatic transmission having a gear train other than the gear train shown in FIG. 6, such as a gear train having a one-way clutch interposed between the second brake B2 and the sun gear shaft 10. it can.

In the above embodiment, an example of the control device for the V-type engine has been described. However, the target engine of the present invention is an engine capable of selectively suspending a predetermined cylinder. It suffices that the number of combustion cylinders be variable, and thus a row engine with a variable number of combustion cylinders may be used.

Further, in the above-mentioned embodiment, the engine torque reduction control at the time of shifting is executed by changing the ignition timing. However, the present invention is not limited to this, and it is necessary to decrease the fuel injection amount. Can be applied to a control device for an engine that can temporarily reduce the engine torque by changing the combustion state.

[0060]

As described above, in the invention described in claim 1, the number of combustion cylinders in the engine does not change during clutch-to-clutch shifting in the automatic transmission.
The torque input to the automatic transmission is stable. Therefore, according to the present invention, it is possible to prevent deterioration of shift shock and deterioration of durability of the friction engagement device in the automatic transmission coupled to the variable cylinder number engine. be able to.

According to the second aspect of the present invention, the number of combustion cylinders does not change during so-called simultaneous shifts in an automatic transmission connected to a variable cylinder number engine. It is possible to prevent deterioration and deterioration of durability of the friction engagement device.

Further, according to the third aspect of the invention, when the combustion state is controlled by grouping a predetermined number of cylinders in order to change the number of combustion cylinders, it is necessary to reduce the output torque of the predetermined group during shifting. If the control cannot be performed, the combustion state change for reducing the output torque in the other group of cylinders is executed in a doubled manner compared to the normal time. The torque input to the automatic transmission at the time of gear shifting is reduced without performing control. Therefore, excessive friction of the frictional engagement device is prevented, deterioration of its durability is prevented, and deterioration of shift shock is prevented. be able to.

In the invention described in claim 4, when the operation for stopping the combustion in the predetermined cylinder is performed, the cylinder in which combustion is performed and the cylinder in which the combustion is stopped are changed every time a predetermined condition is satisfied. When the torque reduction control is performed at the time, the restriction of the torque reduction control due to the temperature decrease of the exhaust purification catalyst can be avoided. Therefore, according to the present invention, the torque input to the automatic transmission at the time of gear shifting is preferably reduced to reduce the friction coefficient. It is possible to prevent deterioration of durability of the coupling device and deterioration of gear shift shock.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing the invention described in claim 1 by functional means.

FIG. 2 is a block diagram schematically showing the invention described in claim 2 by functional means.

FIG. 3 is a block diagram schematically showing the invention described in claim 3 by functional means.

FIG. 4 is a block diagram schematically showing the invention described in claim 4 by functional means.

FIG. 5 is a block diagram schematically showing an embodiment of the present invention.

FIG. 6 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 7 is a diagram showing an engagement operation table of the friction engagement device for setting each shift speed.

FIG. 8 is a block diagram schematically showing a supply / exhaust system and a control system of a variable cylinder number V type engine.

FIG. 9 is a diagram showing a hydraulic circuit for performing overlap control and underlap control during clutch-to-clutch shifting.

FIG. 10 is a flowchart showing an example of a routine of a prohibition control for switching to single bank operation during clutch-to-clutch shift from the third speed to the fourth speed.

FIG. 11 is a diagram showing a part of a shift diagram.

FIG. 12 is a diagram showing the engine torque during double bank operation and the engine torque during single bank operation in relation to the accelerator opening.

FIG. 13 is a diagram showing an accelerator opening / throttle opening map for left and right banks.

FIG. 14 is a flowchart showing an example of a routine of a prohibition control for switching to the one-bank operation during the simultaneous shift from the second speed to the third speed.

FIG. 15 is a flowchart showing a basic control routine for torun reduction control during gear shifting.

FIG. 16 is a flowchart showing an example of a retard control routine at the time of gear shift when retard control in one of the banks is restricted.

FIG. 17 is a time chart showing temporal changes in engine speed, engine torque, right bank torque, and left bank torque when the retard control based on FIG. 16 is performed.

FIG. 18 is a flowchart showing an example of a control routine for bank switching control during one-bank operation.

FIG. 19 is a diagram showing an example of a map of reference values for bank switching.

FIG. 20 is a flowchart showing an example of a control routine for bank switching control during one-bank operation.

[Explanation of symbols]

 100 cylinder number changing means 101 clutch-to-clutch shift judging means 102 cylinder number changing prohibiting means 103 simultaneous shift judging means 104 shift judging means 105 combustion state changing means 106 output reduction control regulation judging means 107 output reduction increasing means 108 low load operation State determination means 109 Inactive cylinder changing means At Automatic transmission Fd Friction engagement device Eg Engine Gm Main transmission portion Gs Sub transmission portion

Claims (4)

[Claims] Claim: What is claimed is: 1. An engine that can change the number of combustion cylinders, and an automatic transmission that includes a plurality of friction engagement devices and that changes gears by changing engagement / release states of the friction engagement devices. In the control device, a cylinder number changing means for changing the number of combustion cylinders of the engine,
Clutch-to-clutch shift determination means for determining clutch-to-clutch shift performed by engaging any one of the friction engaging devices and releasing the other friction engaging devices And clutch toe
An integrated control device for an engine and an automatic transmission, comprising: a cylinder number change prohibiting means for prohibiting a change in the number of combustion cylinders of the engine by the cylinder number changing means when a clutch shift is determined. 2. An integrated control device for an engine, the number of combustion cylinders of which can be changed, and an automatic transmission having a main transmission portion and an auxiliary transmission portion, which are capable of performing shifts independently of each other. A cylinder number changing means for changing the number of cylinders,
Simultaneous shift determination means for determining a simultaneous shift in which the main shift portion and the auxiliary shift portion simultaneously shift, and the number of cylinders for prohibiting the change in the number of combustion cylinders of the engine by the cylinder number change means when the simultaneous shift is determined An integrated control device for an engine and an automatic transmission, comprising: a change prohibiting means. 3. An engine in which a plurality of cylinders are divided into at least two groups, and a combustion state in each cylinder is changed independently for each group in order to temporarily reduce an output, and an engine connected to the engine. In the integrated control device with the automatic transmission, the shift determining means for determining the shift by the automatic transmission,
Combustion state changing means for changing the combustion state in each of the cylinder groups in order to temporarily reduce the output when shifting in the automatic transmission, and the change of the combustion state in any of the cylinder groups is restricted. Output reduction control regulation determining means for determining, and the combustion state in the other cylinder group when it is determined that the change in the combustion state in any of the cylinder groups is regulated in any of the cylinder groups. And an output reduction increasing means for changing the output so as to decrease the output more than when the regulation for changing the combustion state is not determined. 4. An engine in which a plurality of cylinders are divided into at least two groups, and the combustion state and the number of combustion cylinders in each cylinder are changed independently for each group in order to temporarily reduce the output. In the integrated control system with the automatic transmission connected to the engine, the low load operating state determination means for determining the low load operating state in which combustion in any cylinder group is stopped, and the low load operating state were determined. In this case, an integrated control device for an engine and an automatic transmission, comprising: a deactivated cylinder changing means for changing a cylinder group for stopping combustion every time a predetermined condition is satisfied.