JPH10169481A - Automatic transmission controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly protect an automatic transmission for a shift operation to a traveling range during racing (racing select). SOLUTION: When a shift operation is made from an N range to a D range (S1), if engine speed higher than a specified speed is detected within a prescribed time (S10), a speed N is counted by using the engine revolution as a racing select (S11). When the speed N exceeds a prescribed value (S21), caution is given to a driver by lighting of a lamp (S22) and, in an N range, control for forcibly drawing engine output torque is executed by limiting a throttle opening degree (S15).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly to a protection measure for the automatic transmission against a shift operation to a travel range in a state where an engine is idling.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle, in which engine torque is transmitted to a transmission via a torque converter,
When a shift operation to the travel range (D, 2, 1 range, etc.) is performed in a state where the engine speed is increased by stepping on the accelerator in the stop range (P range or N range) (hereinafter, referred to as idling state), A large load is suddenly applied to the automatic transmission, resulting in damage to the automatic transmission. Therefore, conventionally, the operation to the running range in the state of the air blowing (hereinafter, also referred to as a racing select).
A method for protecting an automatic transmission has been proposed.

For example, Japanese Patent Application Laid-Open No. 60-4433 discloses that when a shift operation is performed from a stop range to a travel range, the operation of engaging the friction engagement element for the travel range is not started immediately, but the throttle is opened. There is a disclosure of a configuration in which the engagement operation is started after the engine rotation speed is reduced to a predetermined idle rotation speed by controlling the degree (see FIG. 3). Japanese Patent Application Laid-Open No. 5-141530 discloses that when a shift operation is performed from a stop range to a travel range, when the vehicle speed is equal to or lower than a predetermined value and the engine is under a high load (throttle opening is equal to or higher than a set value), There is a disclosure of a configuration that inhibits shifting (see FIG. 4).

[0004]

However, in Japanese Patent Application Laid-Open No. Sho 60-4433, even if the driver shifts from the stop range to the travel range with the intention of starting, the shift operation is not affected. As a result, the start of the engagement operation of the friction engagement element is delayed, so that there is a problem that the start of the vehicle is delayed against the driver's intention (see FIG. 3).

[0005] In Japanese Patent Application Laid-Open No. Hei 5-141530, the shift is not performed as long as the vehicle speed is equal to or lower than a predetermined value and the engine is under a high load condition. Although the shift operation is performed as described above, there is a problem that the vehicle may not start, contrary to the driver's intention (see FIG. 4). The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a control device for an automatic transmission for a vehicle, which can protect the automatic transmission while maximally allowing start according to the driver's intention. Aim.

[0006]

SUMMARY OF THE INVENTION Therefore, an invention according to claim 1 is a control device for an automatic transmission for a vehicle, in which engine torque is transmitted to a transmission via a torque converter, wherein the engine is in a state of idling. With this configuration, it is configured to detect that a shift operation from the stop range to the travel range has been performed and to issue a warning.

According to this configuration, the driver can be informed that an operation that may damage the automatic transmission has been performed, so that the driver can be encouraged to perform the operation by himself. Further, in the invention according to claim 2, the number of times the shift operation from the stop range to the travel range is performed in the engine idling state is counted, and a warning is issued when the number of times has exceeded a predetermined value. did.

According to this configuration, the shift operation (racing select) to the travel range in the idling state is tolerated until the allowable number of times, but when the allowable number is exceeded, the driver is instructed. Issue a warning and beyond that,
The driver is warned that it is not preferable to shift to the driving range in the idling state, and urges the driver's own weight. Claim 3
In the described invention, the number of times the shift operation from the stop range to the travel range is performed while the engine is idling is counted, and when the number of times exceeds a predetermined value, the engine rotation speed in the stop range is increased. Is forcibly restricted.

According to such a configuration, after the shift operation to the travel range in the idling state is tolerated up to the allowable number of times,
Forcibly reduce the engine speed in the stop range,
Avoid shifting to the driving range when the engine speed is high. According to a fourth aspect of the present invention, an increase in the engine speed in the stop range is limited by controlling at least one of the ignition timing, the fuel supply amount, and the intake air amount.

According to this configuration, the engine output torque is suppressed by the ignition timing retard control, the air-fuel ratio is made lean by the fuel supply amount reduction correction, and the intake air amount reduction correction is performed. Avoid excessive rotation speed.

[0011]

According to the first aspect of the present invention, a warning is issued that the shift operation to the travel range in the idling state, which may damage the automatic transmission, is performed.
This has the effect of preventing the driver from inadvertently repeating the shift operation. According to the second aspect of the invention, the warning that the shift operation to the travel range in the idling state has been performed an allowable number of times has been performed, so that the driver further performs the shift operation to cause serious damage to the automatic transmission. There is an effect that giving can be prevented beforehand.

According to the third aspect of the invention, after the shift operation to the travel range in the idling state is performed an allowable number of times, the engine speed in the stop range is forcibly suppressed, so that the automatic transmission is changed. There is an effect that it is possible to reliably avoid performing the shift operation that would damage the machine. According to the fourth aspect of the invention, by controlling the ignition timing, the fuel supply amount, and the intake air amount, the engine rotation speed in the stop range is suppressed, and the shift operation that may damage the automatic transmission is reliably performed. There is an effect that it can be avoided.

[0013]

Embodiments of the present invention will be described below. FIG. 1 shows an automatic transmission for a vehicle according to an embodiment. An output torque of an engine 1 is supplied to a drive wheel (not shown) via an automatic transmission 2 of a torque converter type.
It is configured to be transmitted to.

A throttle valve 4 which is opened and closed by a motor 3 is interposed in an intake passage of the engine 1, and an intake air amount of the engine 1 is adjusted by an opening degree of the throttle valve 4. The motor 3 is operated by a control signal from a throttle control module (hereinafter, referred to as TCM) 5.

The TCM 5 receives a throttle valve opening signal from a throttle sensor 6 and a target throttle valve opening signal from an automatic transmission control unit (A / TC / U) 7. The motor 3 is feedback-controlled so that the actual throttle valve opening detected by the sensor 6 matches the target throttle valve opening.

On the other hand, the A / TC / U 7 includes a vehicle speed signal from a vehicle speed sensor 8 and an accelerator opening signal from an accelerator opening sensor (not shown) for detecting an amount of depression of an accelerator pedal operated by a driver. , Transmission rotation sensor 9
Input shaft rotation signal from the engine, engine speed Ne
(Rpm), an engine speed (rotation speed) signal from the engine rotation sensor 10, a throttle valve opening signal from the throttle sensor 6, and a range signal indicating a shift position by the shift lever. Has become.

In this embodiment, it is assumed that the shift position is divided into P, R, N, D, 2, 1 and P, N correspond to a stop range, and R, D, 2 , 1 correspond to the travel range. However, if the shift position is P,
It is not limited to R, N, D, 2, 1 but the shift position where the transmission is in the neutral state is the stop range,
The shift position at which the engine output torque is transmitted to the drive wheels in the non-neutral state may be set as the travel range.

The A / TC / U 7 outputs a shift signal to the automatic transmission 2 with reference to a preset shift schedule based on the accelerator opening signal and the vehicle speed signal. Thus, the automatic shift is performed according to the shift schedule. Also, the A / TC / U7
FIG. 2 is a flow chart of FIG. 2 in order to prevent the automatic transmission 2 from being suddenly loaded and damaged by the shift operation from the idling state to the driving range such as D in the stop range such as P and N. As shown in the figure, the lighting of the warning lamp (LED) 11 is controlled and the target throttle valve opening is controlled.

In the flowchart of FIG. 2, first, in step 1 (indicated as S1 in the figure, the same applies hereinafter), it is determined whether or not a shift operation from the N range to the D range has been performed by the driver. . Note that the shift operation from the N range to the D range is for determining the presence or absence of a shift operation from the stop range to the travel range, and may be a different type of shift operation.

When the shift operation from the N range to the D range is performed, the process proceeds to step 3, where the select determination flag FL
It is determined whether or not G2 is 1. Since the select determination flag FLG2 is set to 0 when in the N range (stop range), as described later,
When proceeding from step 1 to step 3, FLG2 =
At this time, the process proceeds to step 4 to reset the timer TMR1 to zero, and in the next step 5, FLG2 is set to 1.

If it is determined in step 1 that the shift operation from the N range to the D range has not been performed, the process proceeds to step 2, but it is determined in step 2 that it is not the N range (stop range). At that time, that is, also when the vehicle is shifted to the driving range such as the D range, the process proceeds to step 3. Since FLG2 is set to 1 when the shift operation from the N range to the D range is performed, it is determined that FLG2 = 1 in step 3 when the vehicle is in the traveling range, and the process proceeds to step 6. become.

In step 6, it is determined whether or not a flag FLG1, which indicates the presence or absence of a shift to a driving range in the idling state (hereinafter referred to as "racing select"), is "1".
If FLG1 is 0 and no racing select has been detected, the process proceeds to step 7, where the timer TMR1 is incremented by one. In step 8, it is determined whether or not the timer TMR1 is equal to or greater than a predetermined value 1.

The timer TMR1 is set to a predetermined value 1
When it is less than, that is, within a predetermined time after the shift operation from the stop range to the travel range is performed,
Proceed to step 9. In step 9, the FLG1 is determined. If FLG1 = 0 and no racing select is detected, the process proceeds to step 10, where it is determined whether or not the engine speed Ne (engine speed) is equal to or more than a predetermined value 2. Is determined.

Here, when the engine speed is equal to or more than the predetermined value 2, the process proceeds to step 11, and a counter N for counting the number of times of detecting the racing selection is incremented by one. Set 1 Thus, in the present embodiment, the case where the engine speed Ne becomes equal to or more than the predetermined value 2 within the predetermined time after the shift operation from the stop range to the travel range is performed,
It is determined that it is a racing select and FLG1 is set to 1. Since the racing select is not preferable because a large load is suddenly applied to the automatic transmission 2, when the racing select is detected and the flag FLG1 is set to 1, the warning lamp 11 is turned on. It is preferable to warn the driver that an undesired select operation has been performed.

On the other hand, if it is determined in step 9 that FLG1 = 1 has already been established, or if it is determined in step 10 that the engine speed Ne is less than the predetermined value 2, bypassing steps 11 and 12 is performed. And proceed to step 13. In step 13, it is determined whether or not FLG1 = 1. If it is within a predetermined time since the shift operation from the stop range to the travel range is performed and the racing select is determined, the process proceeds to step 14. It is determined whether the engagement of the clutch, which is the friction engagement element for the traveling range, has been completed.

If the clutch has not been engaged, the routine proceeds to step 15, where the target throttle valve opening TVO-REF corresponding to the accelerator opening ACC is set so that the engine output torque is suppressed more than usual. I do. Specifically, the target throttle valve opening TVO-REF is normally increased in proportion to the increase in the accelerator opening ACC, as shown in step 17 described later. A constant target throttle valve opening TVO-REF is given to the opening ACC, and the intake air amount of the engine is reduced to be smaller than usual.

Thus, even if the driver performs a shift operation from the stop range to the travel range in a state where the engine speed is increased by stepping on the accelerator, the engine output torque (engine Rotational speed)
Is limited, so that the load applied to the automatic transmission by the racing selection is suppressed. In the above description, the characteristic of the target throttle valve opening TVO-REF with respect to the accelerator opening ACC is changed to restrict the intake air amount more than usual, thereby forcibly suppressing the engine output torque. Instead of reducing the intake air amount, the engine output torque may be forcibly suppressed by reducing the fuel supply amount to the engine to make the air-fuel ratio lean or to correct the ignition timing by retarding. Further, the engine output torque (engine rotation speed) may be forcibly suppressed by executing a combination of the intake air amount reduction control, the fuel supply amount reduction control, and the ignition timing retard control.

On the other hand, when the time after the shift operation from the stop range to the travel range is longer than a predetermined time, when a racing select is not detected, or when the clutch is already engaged, step 16 is executed. FLG1
Is reset to zero and a predetermined value 4 (> predetermined value 1) is set in the timer TMR1. Then, the routine proceeds to step 17, where the target throttle valve opening TVO-REF is normally set in response to an increase in the accelerator opening ACC. Increase proportionally.

As described above, when the driver shifts to the driving range while the vehicle is idling, the warning lamp is illuminated to warn of an undesirable shift operation, the shift operation is repeated by its own weight, and when the clutch is engaged. The engine output torque (engine rotation speed) is forcibly reduced to reduce the load applied to the automatic transmission, thereby protecting the automatic transmission. However, the above control does not cause the actual shift operation to be performed in response to the shift operation to the travel range, nor does it prohibit the shift operation. , It does not stop at all.

When the shift position is in the stop range such as the N range, the process proceeds from step 2 to steps 18 to 20, and the flag FLG2,1 and the timer TMR1 are reset to zero. In step 21, each time a racing select is detected by the processing in step 11 described above, the value of the counter N for counting the number of times the racing select is executed is incremented by 1 and a predetermined value 3 (for example, 50 times). Compare.

When the value of the counter N is equal to or more than the predetermined value, the routine proceeds to step 22, where the warning lamp
In step 11, the driver is warned that the racing selection has been performed a predetermined number of times (allowable number of times) or more, the driver is notified that the racing selection should not be performed any more, and the driver is encouraged to use the racing selection. Further, the process proceeds to step 15, where even if the accelerator is largely released in the stop range, the control for forcibly limiting the engine output torque (engine speed) without causing the throttle valve opening to follow this is performed.

That is, when the number of executions of the racing selection exceeds the allowable number, the driver is warned that it is not preferable to execute the racing selection further, and the engine output torque is forcibly limited in advance in the stop range. Therefore, even if the warning is ignored and the racing selection is performed, the load applied to the automatic transmission when the shift operation is performed from the stop range to the traveling range is forcibly reduced, and the It is intended to protect the automatic transmission against undesired operations by the user.

When the racing selection is performed, the control for forcibly reducing the engine output torque is performed immediately after the shift operation to the travel range is performed by the processing proceeding from step 14 to step 15, but due to the response delay of the control, It is difficult to sufficiently suppress the load applied to the automatic transmission. Therefore, regardless of whether the shift operation to the driving range is performed as described above, the engine output torque is forcibly limited in the stop range in advance, and the racing selection exceeding the allowable number is surely performed. It is something that can be avoided.

As described above, until the number of times of the racing select exceeds the permissible number, the air blowing in the stop state is allowed. On the other hand, when the number of times exceeds the allowable number, the air blowing in the stop range is limited. Thus, it is possible to reliably avoid damage to the automatic transmission due to the racing select. However, even if the number of racing selections exceeds the permissible number, the vehicle will not start or be delayed from the shift operation to the driving range, and the vehicle will start according to the driver's intention. Will do.

It should be noted that the processing from step 14 to step 15 may be omitted, and only the engine output torque in the stop range when the number of racing selections exceeds the allowable number may be limited. Further, the value of the counter N or the allowable number minus the value of the counter N may be displayed to notify the driver.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram showing a vehicle automatic transmission according to an embodiment.

FIG. 2 is a flowchart showing a racing select measure in the embodiment.

FIG. 3 is a time chart for explaining a conventional problem.

FIG. 4 is a time chart for explaining a conventional problem.

[Explanation of symbols]

 Reference Signs List 1 engine 2 automatic transmission 3 motor 4 throttle valve 5 TCM 6 throttle sensor 7 A / TC / U 8 vehicle speed sensor 9 transmission rotation sensor 10 engine rotation sensor

Claims (4)

[Claims] 1. A control device for an automatic transmission for a vehicle in which engine torque is transmitted to a transmission via a torque converter, wherein a shift operation from a stop range to a travel range is performed while the engine is idling. A control device for an automatic transmission for a vehicle, wherein the control device detects the fact and issues a warning. 2. A control device for an automatic transmission for a vehicle in which engine torque is transmitted to a transmission via a torque converter, wherein a shift operation from a stop range to a travel range is performed while the engine is idling. A control device for an automatic transmission for a vehicle, wherein the control device counts the number of times and issues a warning when the number of times exceeds a predetermined value. 3. A control device for an automatic transmission for a vehicle in which engine torque is transmitted to a transmission via a torque converter, wherein a shift operation from a stop range to a travel range is performed while the engine is idling. A control device for an automatic transmission for a vehicle, wherein the control device counts the number of times and, when the number of times exceeds a predetermined value, forcibly limits an increase in an engine rotation speed in a stop range. 4. The engine according to claim 3, wherein at least one of an ignition timing, a fuel supply amount, and an intake air amount is controlled to limit an increase in an engine speed in the stop range. Control device for automatic transmission for vehicles.