JPH07224930A - Controller for engine and automatic transmission - Google Patents

Abstract

PURPOSE:To provide a controller for an engine and an automatic transmission improving fuel consumption rate without degrading riding comfortableness. CONSTITUTION:This device is provided with operation condition indicating means 106 outputting signals in accordance with one-bank operation condition and both bank operation conditions of an engine 102, slip range setting means setting the range for slip control of a lockup clutch 104 and slip range change means 108 changing slip ranges when signals showing that the engine 102 is in the on-bank and both bank operation conditions are outputted from operation condition indication means 106, respectively. The slip range is enlarged in comparison with the case to perform the slip control irrespective of the operation conditions, and the transmission efficiency of power is improved, thereby improving fuel consumption and generating no deteriaration in riding comfrotableness.

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 controlling an engine capable of one-bank operation and an automatic transmission capable of slip control of a lockup clutch. It relates to a device for doing.

[0002]

2. Description of the Related Art Conventionally, in a V-type engine in which cylinders are formed in each of V-shaped banks, an intake system including a throttle valve and an exhaust system including an exhaust gas purifying catalyst are independently provided for each bank. The engine provided is known. Further, the fuel economy of the engine mounted on the vehicle is better when the vehicle is driven with a somewhat high load.
Therefore, in the bank type engine as described above, combustion is stopped in the cylinder of one of the banks when the load is light, and the substantial load is relatively increased to improve fuel efficiency. An example of an engine that performs this type of control is described in Japanese Patent Application Laid-Open No. 56-115830.

On the other hand, in order to improve the fuel efficiency of the vehicle as a whole, it is necessary not only to drive the engine efficiently but also to increase the transmission efficiency of the driving force. In the installed vehicle, the lock-up clutch built in the torque converter is engaged or semi-engaged under a predetermined traveling condition to increase the power transmission efficiency of the automatic transmission as much as possible. To improve fuel efficiency.

[0004]

In so-called single bank operation in which combustion in one cylinder of the bank in the above bank type engine is stopped, for example, the running state determined by the vehicle and the accelerator opening is determined in advance by these parameters. It is controlled to execute by entering the determined predetermined area. The so-called slip control in which the lock-up clutch is in a semi-engaged state is executed by, for example, a running state determined by the vehicle speed and the throttle opening degree entering a predetermined running state predetermined by these parameters. .

However, when the lockup clutch is slip-controlled, the vibration absorbing action of the fluid in the torque converter is reduced, and the vibration caused by the torque fluctuation of the engine is easily transmitted to the vehicle body. Therefore, the slip control of the lockup clutch is executed in a relatively high vehicle speed range or a low load range. The one-bank operation described above is performed when the load is small and the accelerator opening is relatively small. As described above, in general, the slip control of the lockup clutch and the control of the one-bank operation are generally performed independently of each other, and the areas in which the respective controls are executed are set so as not to impair the riding comfort. is doing. Therefore, the slip control region is on the relatively high vehicle speed side, and the lock-up clutch is released even though the torque fluctuation of the engine is small, which may reduce the fuel consumption improving effect.

Further, although the fuel economy can be improved by performing the single bank operation, on the other hand, there is a high possibility that the vibration is increased and the riding comfort is impaired due to the reduction of the number of combustions of the engine as a whole. Therefore, it is preferable to disengage the lockup clutch during such one-bank operation, but it is common to perform the control for that purpose uniformly based on the accelerator opening or the throttle opening, so it is unnecessary to lock. In some cases, the up-clutch is released, and there was plenty of room for improvement in order to further improve fuel efficiency.

Further, the one-bank operation is mainly executed based on the accelerator opening, whereas the friction coefficient and the transmission torque capacity of the lockup clutch depend on the temperature of the fluid, the characteristics of the fluid itself, or the change with time of the friction material. Therefore, if the slip control is always performed uniformly in a predetermined traveling state by the one-bank operation, judder of the lock-up clutch may occur and the riding comfort of the vehicle may be significantly impaired.

The present invention has been made in view of the above circumstances, and by performing the control of the one-bank operation and the slip control of the lockup clutch in association with each other,
It is an object of the present invention to provide a control device capable of improving fuel efficiency and preventing deterioration of riding comfort.

[0009]

In order to achieve the above object, the invention described in claim 1 is as follows, as shown in FIG.
An engine 102 having at least two banks 101 each forming a cylinder 100 and capable of one-bank operation in which combustion is performed in only one of the cylinders of one bank 101.
And a fluid coupling 103 connected to the engine 102 and
In a control device for an automatic transmission 105 having a lock-up clutch 104 that couples an input member and an output member of the engine 102 so that torque can be transmitted, the control device responds to the one-bank operating state and the both-bank operating state of the engine 102. A driving state instruction unit 106 that outputs a signal, a slip region setting unit 107 that sets a region in which the slip-up control of the lock-up clutch 104 is performed, and a signal indicating the one-bank operating state of the engine 102 is a driving state instruction unit 10.
6 and a slip region changing unit 108 for changing the slip region depending on whether the signals indicating both bank operating states are output from the operating state instructing unit 106. is there.

In the invention described in claim 2, at least two cylinders 100 are formed as shown in FIG.
An engine 102 that includes one bank 101 and is capable of performing one-bank operation in which combustion is performed only in the cylinder 100 of one of the banks 101; and an input member and an output member of the fluid coupling 103 that are connected to the engine 102 and are connected to each other. A control device for an automatic transmission 105 including a lock-up clutch 104 that is connected so that torque can be transmitted.
02 bank switching means 109 for switching between single-bank operation and double-bank operation, and the lock-up clutch 104.
Slip control instructing means 110 for outputting that the slip control of the lockup clutch 104 is being executed,
When the slip control instructing means 110 outputs that the slip control is being performed, the ratio set to both bank operating states is increased, and the slip control of the lockup clutch 104 is being performed. It is characterized by further comprising operating area changing means 111 for outputting an instruction to the bank switching means 109 so as to increase the ratio of the one-bank operating state when the slip control instructing means 110 does not output.

Further, according to the invention described in claim 3, as shown in FIG. 3, at least two banks 101 each forming a cylinder 100 are provided, and one of the banks 101 is provided.
An engine 102 capable of single-bank operation for performing combustion only in the cylinder 100, and connected to the engine 102,
In addition, in the control device for the automatic transmission 105 having the lockup clutch 104 that connects the input member and the output member of the fluid coupling 103 so that torque can be transmitted, a judder detection means 112 for detecting the judder of the lockup clutch 104, , A one-bank operation prohibiting means 113 for prohibiting one-bank operation of the engine 102 when a judder is detected.

[0012]

In the invention described in claim 1, the engine 102
Can be switched between one-bank operation and both-bank operation as appropriate. For example, depending on the magnitude of the accelerator opening at a predetermined vehicle speed, the cylinder 100 in either bank 101
Single bank operation with both combustion and both banks 101
It is switched to the both bank operation in which combustion is performed in the cylinder 100. The operating state is the operating state indicating means 106.
Is output from. The operation state instruction means 106 may detect the above-mentioned operation states of the engine 102 and output a signal, or the engine 102.
Alternatively, a signal indicating the operating state may be output simultaneously with instructing each of the operating states.

On the other hand, a lockup clutch 104 for mechanically connecting an input member and an output member of the fluid coupling 103.
The slip control is performed when the traveling state enters the slip area preset by the slip area setting unit 107. That is, the slip area setting means 107 determines and stores the slip area as a map or an arithmetic expression, or reads and holds the slip area from a predetermined storage means, and the lock-up clutch 104 changes the running state to the slip area. By entering, it is controlled to a semi-engaged state. This is, for example, control in which the input member and the output member are engaged with each other so as to transmit torque between them in a state where a predetermined rotational speed difference occurs. The difference in the number of revolutions may be constant at all times, or may be different depending on the running state.

The slip control range of the lock-up clutch 104 is changed by the slip range changing means 108 depending on whether the one-bank operation is performed or the both-bank operation is performed. For example, the slip range during the operation of both banks is expanded to the low vehicle speed side with respect to the slip range during the operation of one bank. As a result, during both bank operation, there is little vibration due to torque fluctuations of the engine 102, so that the slip region is expanded to improve fuel efficiency, and during one bank operation, the number of combustion cylinders is reduced to substantially reduce the load. The fuel efficiency is improved by operating the engine 102 with high efficiency to improve the fuel economy, and at the same time, the slip region is changed between the both bank operations to suppress the transmission of vibrations and improve the riding comfort.

According to the second aspect of the present invention, the switching between the double bank operation and the single bank operation of the engine 102 is performed based on the output from the bank switching means 109. For example, both bank operating regions and one bank operating regions are set according to the magnitude of the accelerator opening at a predetermined vehicle speed, and as a general tendency, it is set to perform both bank operation at lower vehicle speeds and higher loads.

On the other hand, the control state of the lockup clutch 104 is output from the slip control instructing means 110. As described above, the slip control of the lockup clutch 104 is a control to bring the lockup clutch 104 into a so-called half-engaged state, and the slip control instructing means 110 instructs the lockup clutch 104 to execute this control, and at the same time. It may output a signal indicating the control content.

When the slip control instructing means 110 outputs the execution of slip control of the lockup clutch 104, the operating area changing means 111 causes the engine 102 to operate.
The bank switching means 109 is instructed to increase the ratio of performing both bank operations, and when the slip control is not executed, the bank switching means 109 is instructed to increase the ratio of single bank operation. To do. As an example,
When the slip control is performed, both bank operation regions are expanded to the low vehicle speed side, and when the slip control is not performed, the one bank operation region is expanded to the low vehicle speed side. That is, when slip control of the lock-up clutch 104 is performed, the power transmission efficiency is improved compared to the case where power is transmitted only by the fluid coupling. Therefore, this control region is set to the low vehicle speed side to improve fuel efficiency. Since both bank operation areas where vibration is less likely to occur are expanded to the low vehicle speed side, deterioration of riding comfort is prevented. When slip control of the lockup clutch 104 is not performed, for example, the fluid coupling 103
When the power is transmitted only by itself, the efficiency of transmission is lowered, so that the one-bank operation area is expanded and fuel consumption is improved.

Further, according to the third aspect of the invention, when the judder of the lock-up clutch 103 is detected by the judder detecting means 112, the one-bank operation of the engine 102 is prohibited by the one-bank operation prohibiting means 113. Therefore, the number of combustions per revolution of the engine 102 increases, so that the exciting force that causes judder is reduced, and judder is prevented.

[0019]

EXAMPLES The present invention will now be described in detail based on examples. FIG. 4 is a block diagram showing the basic configuration of an embodiment of the present invention. In the example shown here, two banks each having a plurality of cylinders (cylinders) are provided, and combustion in each bank is performed. An automatic transmission A that executes gear shifting by changing the engagement / release state of the friction engagement device based on the traveling state of an engine Eg that can be controlled individually
t are concatenated.

An example of the automatic transmission At is shown in FIG. 5 as a skeleton diagram, which will be briefly described. The automatic transmission At has a lockup clutch 1 capable of slip control as a transmission mechanism. A torque converter 2, a sub transmission unit 3 having a set of planetary gear mechanisms, and a main transmission unit 4 that sets a plurality of forward gears and reverse gears by two sets of planetary gear mechanisms are provided. The sub-transmission unit 3 performs high-low two-stage switching, and the carrier 5 of the planetary gear mechanism is connected to the turbine runner 6 of the torque converter 2, and the carrier 5 and the sun gear 7 are connected to each other. Between the clutch C0 and the one-way clutch F
o are provided in parallel with each other, and a brake B0 is provided between the sun gear 7 and the housing Hu.

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 figure. 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. 6, a gear position of 5 forward gears and 1 reverse gear is set. In addition,
In FIG. 6, 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 / half-engagement / release of the lock-up clutch 1 on the basis of the input signals and the map stored in advance, and controls the electronic control unit 19 for the engine. A signal is output so as to execute the torque down control at the time of shifting.

The engine Eg to which the above-mentioned automatic transmission At is connected is an engine configured so as to perform combustion pause control or control of the combustion state by the ignition timing and the fuel injection amount, with a predetermined number of cylinders as a group. An example thereof is a V-type engine that performs the above control for each cylinder of the left and right banks. FIG. 7 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. Therefore, the electronic control unit 19 for the engine is provided. ,
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.

In the above engine Eg, when the accelerator pedal is depressed to increase the accelerator opening TA, it is determined that high output is required, both banks are operated, and on the contrary, the accelerator pedal is returned to open the accelerator. If the degree becomes smaller, it is judged that the output reduction is required, and the single bank operation is performed. When switching between the two-bank operation and the one-bank operation as described above, if the output torque of the engine as a whole is halved or doubled, the shock due to the sudden change in the output torque becomes large and the riding comfort deteriorates. In order to prevent such inconvenience, the above engine Eg
Even if a so-called bank is switched, the throttle opening is controlled by each of the banks 20 and 21 so that the output torque is smoothly connected before and after the switching.

This will be described with reference to the drawing. FIG. 8 is a map showing the relationship between the left and right throttle opening degrees with respect to the accelerator opening degree TA of the engine Eg which operates in one bank with the throttle valve of the right bank 21 closed. ,
If the accelerator opening TA is equal to or larger than the predetermined reference opening TA0, the left and right throttle openings are increased as the accelerator opening TA increases. That is, both banks are operated.
When the accelerator opening TA becomes smaller than the reference opening TA0, the throttle valve for the right bank 21 is closed, while the throttle opening for the left bank 20 is such that combustion in the right bank 21 is stopped. The output is doubled to compensate for the decrease in output, and in that state, the output is gradually closed according to the decrease in the accelerator opening TA. Therefore, as shown in FIG. 9, the torque of the engine Eg as a whole smoothly changes between the operation of both vans ((A) of FIG. 9) and the operation of one bank ((B) of FIG. 9).

The so-called one-bank operation in the engine Eg is executed to improve fuel efficiency by substantially increasing the load and operating efficiently, and the lock-up clutch 1 is used for the power of the torque converter 2. The control device according to the present invention is provided to improve the transmission efficiency and the fuel consumption, and thus the control of the engine Eg and the control of the lockup clutch 1 are associated with each other. There is. FIG. 10 is a flowchart showing an example of the control.

In FIG. 10, first, after processing the input signal (step 1), it is judged whether or not the range set in the automatic transmission At is the drive (D) range (step 2). If the range is set to a range other than the D range, this routine is exited without any particular control. When the D range is set, it is determined whether the engine Eg is operating in one bank (step 3). When operating in one bank, the lockup region A is set so that the lockup clutch 1 is completely engaged (step 4), and the lockup clutch 1 is in the so-called semi-engaged state (engaged state with slippage). ) Is set (step 5). The fifth of these lock-up area A and slip area C
An example of the speed is shown in FIGS. 11 and 12, respectively, and the lockup area A is set at a vehicle speed equal to or higher than a predetermined vehicle speed VA according to the throttle opening θ for each vehicle speed. The slip area C is set according to the throttle opening θ for each vehicle speed equal to or higher than a predetermined vehicle speed VC.

After setting each of the above regions, the slip amount α (for example, 100 rpm) of the lockup clutch 1 is set (step 6). Also, the logic LogA that is the judgment value for judder detection is set (step 7). To briefly describe the detection of the judder, the judder of the lock-up clutch 1 is divided into a state in which the friction materials rotate almost completely as one body and a state in which the friction materials are almost completely separated from each other and torque is not transmitted. This is a phenomenon that repeatedly occurs or a phenomenon in which the transmission torque capacity repeatedly changes greatly. Therefore, the rotation speed of the output shaft of the torque converter 2, that is, the input shaft of the gear mechanism of the automatic transmission At, changes greatly due to the occurrence of judder.
The waveform obtained by electrically detecting the number of revolutions is a large wave, and the wavelength or frequency is different from that during normal running. Therefore, by comparing these values with the predetermined judgment value LogA. Judder can be detected.
Since the judder also causes fluctuations in the engine torque as a vibration force, the above logic Loga is set according to the one-bank operating state.

When the single bank operation is not performed,
That is, if the result of the determination in step 3 is "no",
A lockup region B for completely engaging the lockup clutch 1 is set (step 8), and the lockup clutch 1 is in a so-called semi-engaged state (slip engaged state).
The slip area D to be set is set (step 9). An example of the fifth speed of the lock-up area B and the slip area D is shown in FIGS. 11 and 12, respectively. The lock-up area B is a vehicle speed that is equal to or higher than a predetermined vehicle speed VB and the throttle is opened at each vehicle speed. It is set according to the degree θ. The slip area D is set according to the throttle opening θ for each vehicle speed equal to or higher than a predetermined vehicle speed VD.

Comparing the lock-up areas A and B, the lock-up area B for operating both banks is
It is set to a lower vehicle speed side than the lockup region A for one-bank operation. This is because the number of explosions per revolution of the engine Eg when operating both banks is twice the number of explosions when operating in one bank, and torque fluctuations are reduced, so vibration of the vehicle body at low vehicle speeds This is because there is little risk that the riding comfort will deteriorate due to For the same reason, the slip area D for both banks is set to a lower vehicle speed side than the slip area C for one bank operation. The slip area C for this one-bank operation
May be enlarged to the side of the higher throttle opening θ than the slip area D for operating both banks. This is because the engine torque in one-bank operation is halved compared to both-bank operation, and therefore the heat capacity of the lockup clutch 1 has a margin. After setting the above regions, the slip amount β of the lockup clutch 1 (for example, 50 rpm
) Is set (step 10). Further, the logic LogB which is the judgment value for the judder detection is set (step 11).

Therefore, according to the above-described control, when the one-bank operation is performed due to the small load of the engine Eg, the lockup area A and the slip area C are set relatively on the high vehicle speed side, and the vehicle is running all the way. The ratio of the lock-up control and the slip control of the lock-up clutch 1 in Fig. 2 is reduced, but the one-bank operation improves the operation efficiency of the engine Eg, improves the fuel efficiency, and changes the engine torque. Since the lockup clutch 1 is released at a relatively low vehicle speed, deterioration of riding comfort is prevented by the vibration absorbing action of the torque converter 2. Further, when both banks are operated due to a large engine load or the like, the lockup region B and the slip region D are set relatively to the low vehicle speed side, so the lockup control and the slip control during the entire traveling are performed. Therefore, even if there is no fuel efficiency improvement effect on the engine Eg by operating both banks, fuel efficiency is improved by the power transmission efficiency improvement effect by the lockup clutch 1 and lockup occurs even at low vehicle speeds. Even if the torque is transmitted through the clutch 1, the riding comfort does not deteriorate because the engine Eg is operating in both banks and the torque fluctuation is small.

In the above-mentioned control, the lockup clutch 1 is slip-controlled according to the operating condition of the bank of the engine Eg. However, the slip-up control of the lockup clutch 1 is executed by the satisfaction of other conditions such as the engine water temperature. Therefore, the bank of the engine Eg can be controlled based on the presence / absence of slip control. FIG. 13 is a flowchart showing an example thereof.

In FIG. 13, first, after processing the input signal (step 20), it is judged whether or not the slip control is permitted (step 21). This is performed, for example, by determining whether the engine water temperature or the temperature of the fluid of the torque converter 2 is higher than a predetermined temperature. If the slip control permission condition is satisfied, it is determined whether the traveling state is in the slip region (step 22). The slip region is a traveling region preset with the vehicle speed and the throttle opening θ as parameters, for example, and is mapped and stored in a predetermined storage means. If the running condition is within this slip range, the engine Eg
Both bank operations are executed (step 23). On the other hand, when the slip control condition is not satisfied or when the traveling state is not in the slip range, more specifically, when the lockup clutch 1 is released, the engine E
The single bank operation of g is performed (step 24).

Even when the control shown in FIG. 13 is performed, the bank control of the engine Eg is also performed based on a normal running state such as a load. Therefore, if the control shown in FIG. 13 is performed. When the slip control of the lockup clutch 1 is executed, the ratio of the engine Eg operating in both banks increases, and conversely, when the slip control is not executed, the ratio operating in one bank increases. According to the control shown in FIG. 13, when the slip control of the lockup clutch 1 cannot be executed due to a low engine water temperature or the like, the engine Eg
When one-bank operation is used to improve fuel efficiency, and when slip control is performed, fuel efficiency is improved by improving power transmission efficiency, but vibration is easily transmitted to the vehicle body. By doing so, the fluctuation of the engine torque is suppressed and the deterioration of the riding comfort is prevented.

Incidentally, in the flow chart shown in FIG.
When the slip control of the lock-up clutch 1 cannot be performed, the one-bank operation is performed immediately, and when the slip control is performed, the two-bank operation is immediately performed. However, an intermediate state between them, that is, the one-bank operation is performed. It is also possible to set a state in which slip control is performed, or a state in which both banks are operated and slip control is not performed,
For these so-called intermediate states, which state to set may be determined based on the effect of improving fuel efficiency.

By the way, the friction material of the lock-up clutch 1 may change its coefficient of friction with the passage of time. In such a case, the input torque causes a judder, which impairs the riding comfort. Durability may decrease. FIG. 14 shows a control example for preventing such a situation as much as possible.

That is, in FIG. 14, after processing the input signal (step 30), it is judged whether or not the one-bank operation is performed (step 31), and when the one-bank operation is performed, It is determined whether judder has occurred (step 32). An example of the method of detecting the judder is as described above, and conventionally known methods and means can be used. If judder has occurred, both bank operations are executed (step 33).
If both banks have already been operated, and if judder has not occurred, this routine is exited without any particular control. Therefore, according to the control shown in FIG. 14, when the judder is generated, the vibration force due to the torque fluctuation of the engine Eg, which is one of the factors that causes the judder, is reduced by performing both bank operations. As a result, judder is prevented and riding comfort does not deteriorate.

In each of the control examples described above, the engine Eg is switched between the one-bank operation and the both-bank operation in accordance with the change of the running state such as the accelerator opening degree and the control state of the lockup clutch 1. When such bank switching is performed, the number of combustion cylinders changes, which causes transient fluctuations in engine torque. Therefore, depending on the control method, vibrations and shocks due to torque fluctuations may occur. It is conceivable that this may cause deterioration in riding comfort. To prevent such inconvenience, bank control and lockup control may be performed as shown in FIGS.

15 and 16, it is judged whether or not the lockup clutch 1 is engaged, that is, whether or not the lockup clutch is on (step 40). If the lockup clutch 1 is released, That is, if the lockup is off, the routine exits without any particular control. On the other hand, if lock-up is on, it is determined whether or not both banks are in operation (step 41). If both banks are in operation, it is determined whether to switch from both banks to single bank operation. It is determined whether or not the condition is satisfied (step 42). If this switching judgment is not established, this routine is exited without any particular control, and if it is judged to switch to single bank operation,
It is determined whether or not the time T11 of the first timer, which starts when the determination is established, exceeds the preset first reference time α1 (step 43). After the elapse of the first reference time α1, the sweep control of the lockup clutch 1 is executed (step 44). This control is a control for changing the transmission torque capacity of the lockup clutch 1 smoothly.
The hydraulic pressure for engaging with is gradually decreased. Finally, the lockup clutch 1 is released (lockup / off) (step 45).

On the other hand, the time T12 of the second timer which starts when the judgment to switch to the single bank operation is established.
Is determined to have exceeded the second reference time β1 (> α1) (step 46), and the throttle cooperative control is executed after waiting for the second reference time β1 (step 4).
7). That is, the throttle valve attached to the bank in which combustion should be stopped is gradually closed, and in synchronization with this, the opening degree of the throttle valve attached to the other bank is gradually increased.

Then, it is judged whether or not the throttle coordinated control is completed (step 48), and if it is completed, the lockup clutch 1 is engaged (turned on) (step 4).
9). This throttle coordinated control ends when the opening of the throttle valve attached to the combustion bank becomes the opening corresponding to the accelerator opening and the throttle valve attached to the other bank is closed. However, until the end judgment is satisfied, the time T13 of the third timer, that is, the guard timer, which starts at the time when the judgment to switch to the single bank operation is satisfied, is the third reference time γ1 (> β).
It is judged whether or not (1) is exceeded (step 50). Until the guard timer T13 exceeds the third reference time γ1, the throttle cooperative control end judgment is continuously performed, and the guard timer T13 exceeds the third reference time γ1 before the end judgment is satisfied. Is considered to have failed to determine the end of the throttle coordinated control due to some failure, the lock-up clutch 1 is immediately engaged (step 49).

That is, when switching from both-bank operation to one-bank operation, first, the lock-up clutch 1 is released so that the transmission torque capacity thereof smoothly decreases, and in that state, the two-bank operation is switched to the one-bank operation. Further, the banks are switched by synchronizing the opening of the throttle valve of each bank, that is, in cooperation with each other so that the torque fluctuation does not become abrupt. As a result, the engine torque changes smoothly, and the torque converter 2
Since it is possible to exert the buffering effect of, it is possible to prevent vibration or shock.

On the other hand, if the one-bank operation is being performed, it is determined whether or not the determination of switching from the one-bank operation to the two-bank operation is established (step 51), and the determination must be established. For example, if the routine exits this routine without performing any control, and the determination to switch to both bank operation is established, the time T21 of the fourth timer that starts at the time when the determination is established is the preset time T21. It is judged whether or not the reference time α2 of 4 has been exceeded (step 52). The lockup clutch 1 is released after waiting for the lapse of the fourth reference time α2 (step 53). In this case, since the engine torque is small with one bank operation, it is not necessary to perform the sweep control of the lockup clutch 1.
Sweep control may be performed as necessary.

On the other hand, the time T21 of the fifth timer that starts when the judgment to switch to the single bank operation is established.
Determines whether it has exceeded the fifth reference time β2 (> α2) (step 54), waits for the passage of the fifth reference time β2, and executes throttle cooperative control (step 5).
5). That is, the throttle valve attached to the bank in which combustion is stopped is gradually opened, and in synchronization with this, the opening degree of the throttle valve attached to the other bank is gradually reduced.

Then, it is judged whether or not the throttle coordinated control is completed (step 56), and if it is completed, the sweep control for engaging the lockup clutch 1, that is, the torque capacity of the lockup clutch 1 is changed. The control for gradually engaging so as to increase smoothly is executed (step 57), and finally the lockup clutch 1 is engaged (turned on) (step 58). This throttle coordinated control ends when the opening of the throttle valve of each bank becomes the opening that corresponds to the accelerator opening. Until this end judgment is established, the judgment to switch to single bank operation is established. The time T23 of the sixth timer which starts at the point of time, that is, the guard timer, is the sixth reference time γ2 (> β2)
) Is determined (step 59). Until the guard timer T23 exceeds the sixth reference time γ2, the judgment of the end of the throttle coordinated control is continuously made, and the guard timer T23 exceeds the sixth reference time γ2 before the end judgment is satisfied. Is considered to have failed to determine the end of the throttle coordinated control due to some failure, the lock-up clutch 1 is immediately engaged (step 58).

That is, when switching from one-bank operation to both-bank operation, the lock-up clutch 1 is first released, and in that state the one-bank operation is switched to both-bank operation. Further, the banks are switched by synchronizing the opening of the throttle valve of each bank, that is, in cooperation with each other so that the torque fluctuation does not become abrupt. as a result,
Since the change of the engine torque becomes smooth and the buffering action of the torque converter 2 can be exerted, vibration or shock can be prevented. Further, when the lockup clutch 1 is engaged after switching to both bank operation, the sweep control is performed so that the torque capacity of the lockup clutch 1 smoothly increases. It is possible to prevent a so-called engagement shock from occurring even if the size is increased due to being broken.

Of the bank switching control described above, a time chart for switching from both bank operation to one bank operation is shown in FIG. 17, and a time chart for switching from one bank operation to both bank operation is shown. For example, as shown in FIG. As is apparent from these figures, the throttle coordinated control for bank switching is executed with the lockup clutch 1 released, so that fluctuations in engine torque are suppressed and deterioration in riding comfort is prevented. . As shown by the chain line in FIGS. 17 and 18, slip control may be performed without completely releasing the lockup clutch 1 during throttle coordinated control for bank switching. If the torque capacity is small, vibration or shock can be effectively prevented.

In each of the above embodiments, an example of the automatic transmission having the gear train shown in FIG. 5 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 provided with a gear train other than the gear train shown in FIG.

[0053]

As described above, in the invention described in claim 1, the slip region of the lock-up clutch is changed between the one-bank operation and the both-bank operation, so that the slip-control of the lock-up clutch is controlled. The state is increased as compared with the conventional device that controls the slip control to be constant regardless of the operating state of the engine, and as a result, the fuel economy can be improved without impairing the riding comfort.

According to the second aspect of the invention, when the slip-up control of the lock-up clutch cannot be performed, one-bank operation is increased, and when the slip-control of the lock-up clutch can be performed, both bank operations are increased. At least one of the improvement of the power transmission efficiency by the up clutch and the efficient operation of the engine is executed, and therefore the fuel consumption can be improved without impairing the riding comfort.

According to the third aspect of the present invention, when the judder of the lock-up clutch is detected, both banks are operated. Therefore, the vibration force that causes the judder is reduced and the judder is prevented, and the riding It is possible to prevent deterioration of comfort and deterioration of durability of the lockup clutch.

[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 an embodiment of the present invention.

FIG. 5 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 6 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed.

FIG. 7 is a block diagram schematically showing a supply / exhaust system and a control system of a bank-switchable V-type engine.

FIG. 8 is a map showing a relationship between left and right throttle opening degrees with respect to an accelerator opening degree.

FIG. 9 is a diagram showing a relationship between engine torque and throttle opening.

FIG. 10 is a flowchart showing an example of a control routine for performing slip control of the lockup clutch according to the operating state of the engine.

FIG. 11 is a diagram showing an example of a map in which a lockup area is set for the fifth speed.

FIG. 12 is a diagram showing an example of a map in which a slip area is set for the fifth speed.

FIG. 13 is a flowchart illustrating an example of a routine for bank control according to slip control of a lockup clutch.

FIG. 14 is a flowchart showing an example of a control routine for performing control so that both banks are operated in accordance with the detection of judder.

FIG. 15 is a part of a flowchart showing an example of a lock-up clutch control routine at the time of bank switching.

FIG. 16 is a diagram showing another part of the flowchart.

FIG. 17 is a time chart when switching from one-bank operation to both-bank operation.

FIG. 18 is a time chart when switching from both bank operation to one bank operation.

[Explanation of symbols]

 100 cylinders 101 bank 102 engine 103 fluid coupling 104 lockup clutch 105 automatic transmission 106 operating state instruction means 107 slip area setting means 108 slip area changing means 109 bank switching means 110 slip control instructing means 111 operating area changing means 112 judder detection means 113 One-bank operation prohibition means

Claims (3)

[Claims] 1. An engine having at least two banks each forming a cylinder and capable of performing one-bank operation for performing combustion in only one of the cylinders of one bank, and an input of a fluid coupling connected to the engine. In a control device for an automatic transmission including a lock-up clutch that connects a member and an output member so that torque can be transmitted, an operation that outputs a signal corresponding to each of a one-bank operating state and both-bank operating state of the engine State instructing means, slip area setting means for setting an area in which slip control of the lockup clutch is performed, and a case where a signal indicating the one bank operating state of the engine is output from the operating state instructing means and both bank operating states Area changing means for changing the slip area depending on whether the signal indicating the A control device for an engine and an automatic transmission, comprising: 2. An engine having at least two banks each forming a cylinder and capable of performing one-bank operation for performing combustion in only one of the cylinders of one bank, and an input of a fluid coupling connected to the engine. In a control device for an automatic transmission including a lockup clutch that connects a member and an output member so that torque can be transmitted, bank switching means for changing between one-bank operation and both-bank operation of the engine; and the lockup. Slip control instructing means for outputting that the slip control of the clutch is being executed, and both bank operating states are set when the slip control instructing means outputs that the slip control of the lockup clutch is being performed. The slip control instruction indicates that the slip control of the lockup clutch is being performed by increasing the ratio. A control device for an engine and an automatic transmission, comprising: an operating region changing means for outputting an instruction to the bank switching means so as to increase the ratio of the one-bank operating state when no output from the indicating means is made. 3. An engine having at least two banks each forming a cylinder and capable of performing one-bank operation in which combustion is performed only in the cylinders of either one of the banks, and an input of a fluid coupling connected to the engine. In a control device for an automatic transmission including a lockup clutch that connects a member and an output member so that torque can be transmitted, a judder detection unit that detects judder of the lockup clutch, and the engine when the judder is detected A control device for an engine and an automatic transmission, comprising: one-bank operation prohibiting means for prohibiting one-bank operation.