JPH08295161A - Integral control device of engine and automatic transmission - Google Patents

Abstract

PURPOSE: To secure the driving force in the reverse movement time constantly and sufficiently, by deciding the propriety of the reopening of combustion at the cut-off cylinders, and prohibiting the setting to the high speed stage of an auxiliary change gear when the reverse stage is set in an automatic transmission, when it is decided that the reopening of combustion in the cut-off cylinder is impossible. CONSTITUTION: To an engine 1, an automatic transmission 2 consisting of a main change gear 3 which can set a reverse stage and four forward stages, and an auxiliary change gear 4 which can be switched to a high stage and a lower stage, is combined through a torque converter. The engine 1 switches the operating condition into the both bank operation to carry out the combustion by all the cylinders, and a one side bank operation to carry out the combustion by the cylinders of one side bank, according to the running condition, and in the one side bank operation time, the propriety of the reopening of combustion by the cut-off bank is decided. When it is decided the reopening of combustion by the cut-off bank is impossible, the setting to the high stage of the auxiliary change gear 4 is prohibited, when the reverse stage is set in the automatic transmission 2. Consequently, the reduction of torque is prevented, and the driving force in the reverse stage is secured.

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 and switching between a high speed stage and a low speed stage. The present invention relates to an apparatus for controlling an automatic transmission including a sub-transmission unit.

[0002]

2. Description of the Related Art One example of an automatic transmission of this type is disclosed in Japanese Patent Laid-Open No. Hei 4-
It is described in Japanese Patent No. 312266. The gear transmission for an automatic transmission described in this publication has a main transmission unit that can set four forward gears and one reverse gear, and a sub gear that can set two high and low gear shift stages. The transmission unit is arranged in series. The sub-transmission unit is normally set to a high-speed stage with a small gear ratio in the forward gear.However, in the automatic transmission described in the above publication, the gear ratio when the main transmission unit is in the reverse drive state is the reverse gear of the vehicle. Since the gear ratio is usually higher than that required for running, the sub-transmission unit is set to the high speed stage even in the reverse stage.

On the other hand, an engine capable of operating a partial cylinder has been developed as a means for improving the fuel efficiency of a vehicle. Focusing on the fact that the efficiency of the engine improves when there is a load above a certain level, the number of combustion cylinders is reduced at a light load, the load is relatively increased, and fuel efficiency is improved. is there. Conventionally, as this type of engine, an engine that suspends ignition and fuel supply in a predetermined cylinder to suspend combustion in that cylinder, an engine that suspends combustion in each bank, and the like are known.

[0004]

When the reverse gear is set by the above-described automatic transmission, setting the sub-gear section to the high gear means that the running torque becomes unnecessarily large and the engine speed increases. This is to prevent such things as doing.
On the other hand, in the engine capable of stopping the combustion in the above-mentioned predetermined cylinder, if the partial cylinder operation in which the number of combustion cylinders is reduced is performed, the torque that can be output decreases.

Therefore, in a vehicle equipped with a combination of these engines and automatic transmissions, electrical or mechanical failure causes a switch from partial cylinder operation to all cylinder operation, or increases the number of combustion cylinders from a partial cylinder operation state. If that becomes impossible, the output torque of the engine will remain low. for that reason,
If the reverse gear is set as usual in this state, the gear ratio decreases as the sub-transmission unit is switched to the high gear, and the torque lowering action due to the gear ratio decrease overlaps with the decrease in the engine output torque. As a result, there is a possibility that the traveling torque will be insufficient when the vehicle is moving backward, and it will not be possible to obtain the necessary and sufficient driving force.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a control device capable of always ensuring a sufficient driving force during reverse travel.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a method for setting a reverse gear when a situation in which the output of an engine is fixed at a low output is detected. The sub-transmission unit is configured so as to prohibit the action of increasing the gear ratio.

That is, according to the present invention, as shown in FIG.
An automatic transmission 2 connected to an engine 1 capable of changing the number of combustion cylinders is provided with a main speed change section 3 capable of setting a reverse drive state and an auxiliary speed change section 4 capable of switching between high and low speed, and at the reverse drive speed. In an integrated control device for an engine and an automatic transmission configured to set the subtransmission unit 4 to a high speed stage, an increase in the number of combustion cylinders for determining whether or not to restart combustion in a cylinder in which combustion of the engine 1 is stopped Judgment means 5 and a high speed stage that prohibits setting of the auxiliary transmission unit 4 to a high speed stage when the automatic transmission 2 sets the reverse stage when it is determined that combustion cannot be resumed in the idle cylinder. It is characterized by being provided with a prohibiting means 6.

[0009]

The engine 1 of the present invention can selectively suspend combustion in a predetermined cylinder. In the state of so-called partial cylinder operation in which combustion in a predetermined cylinder is stopped,
When a state in which combustion cannot be resumed in a deactivated cylinder occurs, the cylinder number increase determination means 5 determines this. Then, based on the result of the determination, the high speed prohibiting means 6 prohibits the high speed of the auxiliary transmission section 4 in the reverse speed. Therefore, when the output of the engine 1 is fixed to the low output state, the sub-transmission unit 4 is maintained at the low speed stage having a large gear ratio in the reverse gear, so that the sub-transmission unit 4 does not reduce the torque. As a result, the driving force in the reverse gear is secured.

[0010]

EXAMPLES The present invention will now be described in detail based on examples. FIG. 2 is a block diagram showing the basic configuration of an embodiment of the present invention, in which an engine E capable of changing the combustion state in each cylinder for each bank is provided with a friction engagement device based on the traveling state. An automatic transmission A that changes gears by changing the engaged / released state is connected.

An example of the automatic transmission A is shown in FIG. 3 as a skeleton diagram. Briefly explaining this, the automatic transmission A sets five forward gears and one reverse gear. It is configured. That is, the automatic transmission A shown here includes a torque converter 20, a sub-transmission unit 21, and a main transmission unit 22. The torque converter 20
Has a lock-up clutch 23. The lock-up clutch 23 is provided between a front cover 25 integrated with a pump impeller 24 and a member (hub) 27 integrally attached with a turbine runner 26. Has been. Engine crankshaft (not shown)
Is connected to a front cover 25 and a turbine runner 26 is connected to an input shaft 28. The input shaft 28 is a carrier 3 of an overdrive planetary gear mechanism 29 that constitutes the auxiliary transmission unit 21.
Connected to 0.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between 0 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotates in the rotation direction of the input shaft 28). Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 31 is provided.
The ring gear 3 which is an output element of the subtransmission unit 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22.

Therefore, in the sub-transmission unit 21, the entire planetary gear mechanism 29 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 engaged, so that the intermediate shaft 33 has the same speed as the input shaft 28. It will rotate at low speed. Further, in the state where the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the ring gear 32 is accelerated with respect to the input shaft 28 to rotate in the normal direction, and the high speed stage is established.

On the other hand, the main transmission unit 22 is provided with three sets of planetary gear mechanisms 40, 50, 60, and their rotary elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected. The third planetary gear mechanism 60 and a carrier 62 are coupled to each other, and the carrier 62 is coupled to an output shaft 65. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission unit 22, it is possible to set a reverse gear and four gears on the forward side, and a clutch and a brake therefor are provided as follows. First, the clutch will be described. The ring gear 53 and the third gear of the second planetary gear mechanism 50 which are connected to each other.
A first clutch C1 is provided between the sun gear 61 of the planetary gear mechanism 60 and the intermediate shaft 33, and the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 and the intermediate shaft of the second planetary gear mechanism 50 are connected to each other. A second clutch C2 is provided between the first clutch 33 and the second clutch C3.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50 are used.
It is arranged to stop the rotation of 1. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One way clutch F1 is sun gear 41,5
1 engages when trying to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 28). The third brake B3, which is a multi-disc brake, is the first planetary gear mechanism 4
It is provided between the zero carrier 42 and the casing 66. Then, as a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, the fourth brake B4, which is a multi-disc brake, and the second one-way clutch F2 are provided in the casing 6.
6 and 6 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 tries to rotate in the reverse direction.

In the above-described automatic transmission A, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 4, the circles are engaged, the circles are engaged when normal, the broken circles are engaged when fail, and
The mark indicates the engaged state when the engine is braked, the mark indicates either the engaged state or the released state, and the blank indicates the released state.

Each clutch C0, C in the automatic transmission A
1, C2 and each brake B0, B1, B2, B3, B
The hydraulic pressure control device 17 for supplying / discharging the hydraulic pressure to / from 4 includes first to third solenoid valves S1, S2, S3 for mainly setting the first speed to the fifth speed and the reverse gear, and the lock-up clutch 1. A linear solenoid valve SLU for controlling and regulating the supply pressure of the brake B0, and a line oil pressure PL
And a linear solenoid valve SLT for controlling the accumulator back pressure.

An electronic control unit (T-ECU) 18 for controlling these solenoid valves is provided,
This is a central processing unit (CPU) and a storage element (R
OM, RAM) and an input / output interface, and the signals from the input speed sensor to the automatic transmission A, the vehicle speed signal, the signal from the neutral start switch, the signal from the oil temperature sensor, and the pattern select The signal from the switch, the signal from the overdrive switch, the signal from the stop lamp switch, and other signals are input.

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.

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 E to which the above-mentioned automatic transmission A is connected is an engine configured so as to carry out combustion pause control or control 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. 5 is a diagram schematically showing the engine E, in which intake pipes 72 and 73 are provided for each cylinder (not shown) of the left bank 70 and the right bank 71 as a group. Electronic throttle valves 74 and 75 whose openings are electrically controlled are provided on the paths 72 and 73.

Exhaust ports (not shown) of the cylinders of the left and right banks 70, 71 are connected to exhaust pipes 78, 79 via exhaust manifolds 76, 77. Exhaust gas purification catalysts 80 and 81 are provided in the respective exhaust pipes 78 and 79.

Further, a portion of each of the exhaust pipes 78 and 79 slightly upstream of the exhaust purification catalysts 80 and 81, and an electronic throttle valve 74 of each of the intake pipe passages 72 and 73.
A circulation pipe line 82 that connects a portion slightly downstream of 75
83 is provided, and an exhaust gas recirculation (EG) for opening and closing the pipelines 82, 83 is provided at an intermediate portion of the circulation pipelines 82, 83.
R) Valves 84 and 85 are provided respectively.

The ignition timing, the fuel injection amount, the throttle opening, and the EGR valves 84 and 85 in the cylinders of the left and right banks 70 and 71 described above are constructed so that they can be controlled independently of each other. The engine electronic control unit 19 includes a left bank control engine computer 86 and a right bank control engine computer 87. Each of these engine computers 86, 87 is connected to the electronic control unit 18 for the automatic transmission so as to be capable of data communication, and the temperatures of the corresponding left and right exhaust purification catalysts 80, 81 are input as data.

In a vehicle equipped with the engine E and the automatic transmission A described above, the operating state of the engine E is changed according to the running state such that both cylinders are operated in which combustion is performed in all cylinders and combustion is performed in cylinders in one bank. Switch to single bank operation.
For example, when the throttle opening is low, both banks are operated to prevent deterioration of riding comfort due to vibration, and when the throttle opening is medium, one bank operation is performed. When high output is required, both banks are operated.

Such bank switching is controlled by the engine electronic control unit 19, but when the bank switching cannot be switched to the both bank operation due to some failure during the one bank operation, that is, the bank switching is fixed to the one bank operation. When a failure occurs, the control is performed as follows in order to compensate for the decrease in engine output.

FIG. 6 shows the control routine, and after processing the input signal (step 1), it is judged whether or not the reverse (R) range is selected (step 2). This determination can be made, for example, by a signal from a shift position switch provided in the shift device. If the R range is selected,
It is judged whether or not a one-bank fail (fail fixed to one-bank operation) has occurred (step 3).
This should be judged based on whether or not a signal for restarting combustion in a cylinder of a bank in which combustion is stopped, for example, a signal for instructing fuel injection or a signal for instructing ignition is output. You can Therefore, step 3 corresponds to the cylinder number increase determination means of the present invention.

When the result of the determination in step 3 is "yes", that is, when one-sided bank failure has occurred,
Control for maintaining the auxiliary transmission unit 21 at the low speed stage is executed (step 4). That is, step 4 corresponds to the high speed prohibiting means of the present invention, and prohibits switching of the auxiliary transmission unit 21 to the high speed. Therefore, the gear ratio of the reverse gear in this case is
With respect to the gear ratio when the main transmission unit 22 is set to the reverse drive state, there is no reduction in the transmission ratio by setting the auxiliary transmission unit 21 to the high speed stage, so the running torque in the reverse drive stage can be increased. That is, the reduction of the output due to the engine E being fixed to the one-bank operation can be compensated for by the automatic transmission A, and the shortage of the driving force at the time of reverse traveling can be avoided.

If the result of the determination in step 3 is "no", that is, if both banks can be operated without the occurrence of one bank failure, the subtransmission unit 21 is set to the high speed stage (step 5). That is, since no particular failure has occurred, normal control is performed.

On the other hand, when the judgment result of step 2 is "No" because the R range is not selected, it is judged whether or not the drive (D) range is selected (step 6). If the D range has not been selected, this routine is exited without any particular control. If the D range has been selected, it is determined whether a one-bank failure has occurred (step 7). This is the same control as step 3 described above.

If one-side bank failure has occurred,
The shift pattern is changed (step 8). In particular,
The shift diagram is changed and, for example, a shift diagram in which the shift region is moved to a higher vehicle speed side than in the normal shift diagram is used. In this case, since the shift stage having a large gear ratio is used up to a high vehicle speed, the decrease in the output of the engine E can be compensated by the automatic transmission A and the required torque can be obtained.

On the other hand, when the one-bank fail has not occurred (when the result of the determination in step 7 is "no"), the shift pattern for normal operation is set (step 9).

Therefore, according to the above control, when the engine E is fixed to the one-bank operation and the output is limited, the gear ratio in the automatic transmission A is increased, so that the output shortage of the engine E is compensated. The required running torque can be secured.

In the above embodiments, the bank type engine in which the combustion cylinders are switched for each bank has been described as an example, but the present invention is not limited to the above embodiments. It can be implemented for an engine whose number can be changed. Further, the present invention can be applied to an automatic transmission provided with a gear train other than the gear train shown in FIG. 3, and in short, to an automatic transmission provided with an auxiliary transmission unit that is set to a high speed stage during reverse travel. can do. Further, the automatic transmission targeted by the present invention may be an automatic transmission including a sub-transmission unit in which the direct connection state is a high speed stage and the underdrive state is a low speed stage.

[0037]

As described above, according to the present invention,
When a failure occurs in which the engine is locked in the so-called partial-cylinder operating state, the sub-transmission section is maintained at a low speed stage to increase the gear ratio when the vehicle is moving backward, so the decrease in engine output is reduced by the automatic transmission. Since it is compensated by increasing the ratio, it is possible to secure a sufficient driving force for traveling even when the number of combustion cylinders cannot be increased.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing the present invention in terms of functional means.

FIG. 2 is a block diagram schematically showing an embodiment of the present invention.

FIG. 3 is a skeleton diagram showing a gear train of the automatic transmission.

FIG. 4 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed.

FIG. 5 is a block diagram schematically showing a supply / exhaust system and a control system of a V-type engine capable of bank switching.

FIG. 6 is a flowchart showing an example of a control routine at the time of one bank fail.

[Explanation of symbols]

 1 Engine 2 Automatic Transmission 3 Main Transmission Section 4 Sub Transmission Section 5 Combustion Cylinder Number Increase Determining Means 6 High Speed Prohibition Means

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Claims (1)

[Claims] 1. An automatic transmission connected to an engine whose number of combustion cylinders can be changed includes a main speed change part capable of setting a reverse speed state and an auxiliary speed change part capable of switching between high and low speeds, and the reverse speed ratio is set in the reverse speed stage. In an integrated control device for an engine and an automatic transmission configured to set the sub-transmission unit to a high speed stage, a combustion cylinder number increase determination that determines whether combustion can be restarted in a cylinder in which combustion of the engine is paused And a means for increasing the number of combustion cylinders, the auxiliary transmission unit is set to a high gear when the reverse gear is set in the automatic transmission when it is determined that combustion in the idle cylinder cannot be restarted. An integrated control device for an engine and an automatic transmission, comprising: a high speed prohibiting means for prohibiting.