JPH10288059A - Control device for vehicle prime mover - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a prime mover control device capable of preventing a shock caused by an engagement of a one-way clutch and also attaining a shift stage or preventing acceleration from being delayed. SOLUTION: A control device is structured so that it connects an automatic transmission in which a one-way clutch is engaged by an increase of torque input from a prime mover so as to set a prescribed shift stage. In this case, it is provided with a non-engagement detecting means to detect that the one-way clutch is under the non-engaged condition at a prescribed shift stage (step 2) and an output limiting means which increases the output from the prime mover to a prescribed value and limits it to a prescribed value when the output increasing operation of the prime mover is performed while the non-engagement condition of the one-way clutch is detected (step 3).

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 the output of a prime mover for a vehicle such as a gasoline engine, a diesel engine or a motor, and more particularly to a vehicle to which an automatic transmission having a one-way clutch is connected. The present invention relates to a control device for a prime mover.

[0002]

2. Description of the Related Art A vehicle is often used in which a torque output from a prime mover such as an engine is shifted by an automatic transmission that shifts the speed according to the running state of the vehicle to obtain a predetermined driving force. . As the automatic transmission, a stepped automatic transmission including a gear transmission mainly including a planetary gear mechanism is generally used. In a stepped automatic transmission, shifting is performed by changing the state of engagement and disengagement of a friction engagement device such as a clutch or a brake, and a one-way clutch is used to smoothly generate the shift. May be used.

[0003] That is, since the one-way clutch is configured to engage or disengage in accordance with the direction in which the torque acts, any one of the friction engagement devices is engaged or disengaged in order to execute a shift, and When the torque acting on the predetermined rotating element changes accordingly, the one-way clutch connecting the rotating element is disengaged or engaged, and the shift is achieved. Therefore, the engagement and release of the one-way clutch is
Since it is generated in response to a change in torque, basically, it is possible to prevent a sudden change in output torque from causing a shock or a reaction engine to temporarily lose its reaction force, thereby preventing the engine from blowing up.

[0004] However, the one-way clutch is engaged when torque is applied from the input side, but is released in the opposite case, that is, in the coast state. Therefore, the one-way clutch repeats engagement and disengagement not only at the time of shifting to achieve the gear position at which the one-way clutch is engaged, but also when the input direction of torque changes during traveling.

When the one-way clutch changes from the disengaged state to the engaged state, a torque corresponding to the speed ratio achieved by the engagement of the one-way clutch appears as an output torque. As a result, the output torque greatly changes, and this may be felt as a shock. Therefore, conventionally, in order to prevent a shock caused by the engagement of the one-way clutch and improve the riding comfort of the vehicle, the engine output is reduced according to the non-engagement state of the one-way clutch. . One example is disclosed in JP-A-5-1589.
No., published in Japanese Unexamined Patent Publication No. According to the invention described in this publication, it is determined whether or not the one-way clutch is in a state immediately before synchronization with the power-on operation, and control for reducing the engine output is performed for a predetermined period immediately before synchronization. And

[0006]

In the conventional apparatus described above, the output of the engine is reduced by retarding the ignition timing and controlling the closing of the sub-throttle valve. However, in these controls, the engine output is reduced. If it is difficult to lower quickly and sufficiently, and the accelerator pedal is depressed rapidly and greatly, the one-way clutch is engaged while the engine output, that is, the input to the automatic transmission is large, and as a result, the shock Could occur. Further, in the above-described conventional device, the degree of reduction of the engine output in the non-engagement state of the one-way clutch is not particularly taken into consideration, so that the degree of reduction is relatively large with respect to the actual engine output. As a result, there is a possibility that the synchronization of the one-way clutch, that is, the achievement of the gear position is delayed without the speed change proceeding quickly.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a vehicular prime mover capable of setting a predetermined shift speed by quickly engaging a one-way clutch without causing a shock. It is an object to provide a control device.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention provides a method for setting a predetermined gear position by engaging a one-way clutch by increasing torque input from a prime mover. A non-engagement detecting means for detecting that the one-way clutch is in a non-engaged state at a predetermined gear, and wherein the non-engagement detecting means comprises: Output limiting means for increasing the output of the prime mover to a predetermined value and limiting the output to the predetermined value when the output increase operation of the prime mover is performed while detecting the disengagement state of the one-way clutch. It is characterized by having.

Therefore, in the present invention, when the one-way clutch is disengaged and the so-called power-on state is established, the output of the prime mover is increased based on the operation of increasing the output of the prime mover, but the output of the prime mover is a predetermined value. Is limited to The output of the prime mover is an output in a range where a shock is not felt even when the one-way clutch is engaged, and is, for example, a maximum output in that range. Therefore, since the output of the prime mover is increased, the rotation change in the automatic transmission progresses, and engagement of the one-way clutch is promoted. That is, the one-way clutch is quickly synchronized or shifted.
Further, since the output of the prime mover at the time when the one-way clutch is engaged is limited to a predetermined value, a shock caused by the engagement of the one-way clutch is prevented.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of the present invention will be described. First, an example of a control object of the present invention will be described. FIG. 3 is an overall control system diagram in which an engine 2 connected with an automatic transmission 1 electrically controls its output. An electronic throttle valve 4, which is driven by a throttle actuator 3 composed of a servomotor, is provided in the intake pipe 5. On the other hand, the depression amount of the accelerator pedal 6 for controlling the output of the engine 2, that is, the accelerator opening, is detected by a sensor (not shown), and the detection signal is input to the engine electronic control unit (E-ECU) 7. . The electronic control device 7 mainly includes a central processing unit (CPU), a storage device (RAM, ROM), and an input / output interface. The electronic control device 7 includes, as data for control, Various signals such as an engine (E / G) rotation speed, an intake air amount, an intake air temperature, a throttle opening, a vehicle speed, an engine water temperature, and a signal from a brake switch are input. The opening of the electronic throttle valve 4 is controlled based on these data, and the fuel injection amount and ignition timing of the engine 2 are controlled.

In the automatic transmission 1, the hydraulic pressure control device 8 controls the speed change and the lock-up clutch, the line pressure, or the engagement pressure of a predetermined friction engagement device. The hydraulic control device 8 is configured to be electrically controlled,
Also, first to third shift solenoid valves S1 to S3 for executing a shift, a fourth solenoid valve S4 for controlling an engine braking state, a linear solenoid valve SLT for controlling a line pressure, and an accumulator back pressure. Solenoid valve S for controlling the
There is provided a linear solenoid valve SLU for controlling the engagement pressure of LN, a lock-up clutch and a predetermined friction engagement device.

An electronic control unit (T-ECU) 9 for an automatic transmission for outputting a signal to these solenoid valves to control a shift, a line pressure, an accumulator back pressure, and the like is provided. The electronic control unit 9 for an automatic transmission includes:
Central processing unit (CPU) and storage device (RAM,
ROM) and an input / output interface. The electronic control unit 9 includes throttle opening, vehicle speed, engine water temperature, signals from brake switches, shift position, pattern select switch as control data. , A signal from an overdrive switch, a signal from a C0 sensor for detecting the rotational speed of the clutch C0 described later, an oil temperature of the automatic transmission, a signal from a manual shift switch, and the like.

The electronic control unit 9 for the automatic transmission and the electronic control unit 7 for the engine are connected to each other so as to be able to perform data communication, and the electronic control unit 7 for the automatic transmission is connected to the electronic control unit 9 for the automatic transmission. A signal such as the amount of intake air per revolution is transmitted, and a signal equivalent to an instruction signal for each solenoid valve and a signal from the electronic control unit 9 for the automatic transmission to the electronic control unit 7 for the engine are sent to the electronic control unit 7 for the engine. A signal or the like for instructing the gear position is transmitted.

That is, the electronic control unit 9 for the automatic transmission comprises:
Based on the input data and a pre-stored map, ON / OFF of a gear position or a lock-up clutch, or a pressure adjustment level of a line pressure or an engagement pressure, and the like are determined, and a predetermined solenoid is determined based on the determination result. An instruction signal is output to the valve, and furthermore, judgment of failure and control based on the judgment are performed. The engine electronic control unit 7 controls the fuel injection amount, the ignition timing, the opening of the electronic throttle valve 4 and the like based on the input data, and also controls the fuel injection amount at the time of shifting in the automatic transmission 1. The output torque is temporarily reduced by reducing the ignition timing, changing the ignition timing, or reducing the opening of the electronic throttle valve 4.

FIG. 4 is a diagram showing an example of a gear train of the automatic transmission 1 described above. In the configuration shown here, five forward speeds and one reverse speed are set. That is, the automatic transmission 1 shown here includes the torque converter 20
, A sub transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lock-up clutch 23
The lock-up clutch 23 has a front cover 25 integrated with the pump impeller 24.
(Hub) 2 integrally mounted with the turbine runner 26
7 is provided. An engine crankshaft (each not shown) is connected to a front cover 25 and an input shaft 28 to which a turbine runner 26 is connected.
Is connected to the carrier 30 of the overdrive planetary gear mechanism 29 that constitutes the subtransmission portion 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between the first gear 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 (rotation in the rotation direction of the input shaft 28). A multi-disc 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 portion 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22. Further, an NC0 sensor 34 for detecting the rotation speed of the multi-plate clutch C0, that is, the input rotation speed, is provided.

Therefore, in the auxiliary transmission section 21, the entire planetary gear mechanism 29 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 in the engaged state, so that the intermediate shaft 33 has the same speed as the input shaft 28. At low speed. When the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the speed of the ring gear 32 is increased with respect to the input shaft 28 and the ring gear 32 is rotated forward, so that a high gear is established.

On the other hand, the main transmission section 22 includes three sets of planetary gear mechanisms 40, 50, and 60, and their rotating 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 to each other. The three members of the third planetary gear mechanism 60 and the carrier 62 are connected, and the output shaft 65 is connected to the carrier 62. 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 section 22, a reverse gear and four forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 53 of the second planetary gear mechanism 50 and the third gear
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 of the second planetary gear mechanism 50 and the intermediate shaft are connected to each other. A second clutch C2 is provided between the clutch 33 and the second clutch C2.

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.
1 is arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate 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 has sun gears 41 and 5
1 is engaged when it is about 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-plate brake, is connected to the first planetary gear mechanism 4
0 and the casing 66. As a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are provided.
6 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 is about to rotate in the reverse direction.

In the automatic transmission 1 described above, five forward speeds and one reverse speed can be set by engaging and disengaging each clutch and brake as shown in the operation chart of FIG. In FIG. 5, a circle indicates an engaged state, a black circle indicates an engaged state during engine braking, a triangle indicates either engaged or released, and a blank indicates a released state.

The first to third speeds of the automatic transmission 1 described above
The speed is set by engaging the one-way clutches F2, F0, F1, and these one-way clutches F2, F0, F1 are set.
Are configured to engage when torque is input from the engine 2 side. Therefore, when the engine brakes are applied, the brakes B4 and B1 or the clutch C0 arranged in parallel with these are engaged. Have been combined.
Therefore, when the vehicle is started in the drive range or when the vehicle is switched from the coast state to the power-on state while traveling in the drive range, the one-way clutch in the released state is switched to the engaged state due to an increase in the input torque.
In this case, in order to prevent a shock due to the generation of a reaction force due to the engagement of the one-way clutch, and to promote the engagement of the one-way clutch, the control device described above uses the engine 2 as described below. Perform control.

FIG. 1 shows an example of control at the first speed.
First, in step 1, it is determined whether the first speed is being output. The determination of the gear stage is performed by the electronic control unit 9 for the automatic transmission based on the running state such as the throttle opening and the vehicle speed and the previously stored shift map.
The control routine shown in FIG. 1 is a control routine for preventing a shock when the second one-way clutch F2 shown in FIG. 4 is engaged. Therefore, if a negative determination is made in step 1, the control routine shown in FIG. Since the first speed at which the direction clutch F2 is engaged has not been set, the routine returns without performing any particular control.

On the other hand, if an affirmative determination is made in step 1, it is determined whether or not the second one-way clutch F2 is in an asynchronous state, that is, whether or not the second one-way clutch F2 is engaged (step 2). As described above, the second one-way clutch F2 is
When the torque is being input from the output shaft 65 side, the motor is released and becomes asynchronous. Therefore, the determination in step 2 is based on the input speed NCO, the output speed NO, and the speed ratio ρ1 of the first speed. can do. Specifically, [NC0 <
NO x ρ1-R1 (R1 is a constant)]. Therefore, step 2 corresponds to the non-engagement detecting means of the present invention.

If an affirmative determination is made in step 2 because the second one-way clutch F2 is released, the opening of the electronic throttle valve 4 is regulated to a preset opening TA1 (step 3). Step 3 corresponds to the output limiting means of the present invention, and controls the actuator 3 electrically to limit the throttle opening to the predetermined value TA1 regardless of the depression amount of the accelerator pedal 6. Here, the throttle opening regulation value TA1 is such an opening that the engine torque does not worsen the shock even if the second one-way clutch F2 is suddenly engaged, and the power transmission system including the automatic transmission 1 Is a value that can be experimentally determined in advance in accordance with the structure of. In step 3, the timer T
Activate 1 and start counting time.

Next, it is determined whether or not the count value of the timer T1 has reached a preset value α, that is, whether or not the elapsed time from the start of the control for restricting the throttle opening has reached the preset time. (Step 4). If a negative determination is made in step 4, the process returns. The control routine shown in FIG. 1 is repeatedly executed at regular time intervals, and therefore, waits for the second one-way clutch F2 to be engaged (synchronized) for a prescribed time α.

Therefore, if an affirmative determination is made in step 4, the second one-way clutch F2 has not been engaged during the fixed time α in which the throttle opening is restricted to the predetermined value TA1, and this In this case, the routine proceeds to step 5, where the throttle opening is increased (swept up) by the predetermined opening ΔTA1 at regular intervals. The increase width ΔTA1 of the throttle opening is a value that provides an engine torque that does not cause a particularly noticeable shock even when the second one-way clutch F2 is engaged. The restriction on the throttle opening is also released. This can be performed by electrically controlling the actuator 3 by the engine electronic control device 7.

By controlling the throttle opening in this manner, the engine torque is gradually increased, so that the engagement (synchronization) of the second one-way clutch F2 is promoted. While the throttle opening is swept up in this manner, the engagement (synchronization) of the second one-way clutch F2 is determined (step 6). This judgment is made in the same manner as in the case of the asynchronous operation.
And the output speed NO and the speed ratio ρ1 of the first speed. Specifically, [NC0> NO × ρ1
-R2 (R2 is a constant)].

If a negative determination is made in step 6 because the synchronization of the second one-way clutch F2 is not detected, the routine returns. That is, the sweep-up of the throttle opening is continued until the second one-way clutch F2 is engaged.
If the second one-way clutch F2 is engaged to make an affirmative determination in step 6, the throttle opening is increased by a predetermined value ΔTA2 (> ΔTA1) to an opening corresponding to the depression amount of the accelerator pedal 6. (Step 7). That is, the accelerator pedal 6
The control of the throttle opening deviating from the depression amount of the throttle pedal is returned to the control of the throttle opening according to the depression amount of the accelerator pedal 6.

FIG. 2 shows the above-described control of the throttle opening as shown in FIG. 2. A thick solid line in FIG. 2 indicates a change in the throttle opening, and a thin solid line indicates the accelerator pedal 6.
Shows the amount of depression (accelerator opening). If the accelerator pedal 6 is depressed in the state where the second one-way clutch F2 is released at the time of setting the first speed, the throttle opening increases accordingly. Even if the accelerator opening increases as it is, the throttle opening is regulated to the predetermined value TA1, and is maintained at the opening for a certain time α. If the second one-way clutch F2 is not engaged (synchronous) during that time, the throttle opening is swept up (increased width ΔTA1) when a certain time α has elapsed. Thus, the second one-way clutch F
When the first speed is achieved by the engagement of the second one-way clutch F2, the increase width executes a soup of ΔTA2, and the throttle opening is set to a value corresponding to the accelerator opening. To increase.

On the other hand, if the second one-way clutch F2 is engaged (synchronized) while the throttle opening is regulated to the predetermined value TA1, a negative decision is made in step 2. In this case, the process immediately proceeds to step 7, and the throttle opening is increased to an opening corresponding to the accelerator opening. In this case, the throttle opening changes as shown by the dashed line in FIG.

Therefore, according to the control shown in FIG.
When the accelerator pedal is depressed in a state where the one-way clutch F2 is not engaged, the throttle opening is increased to a certain extent to promote the engagement of the second one-way clutch F2, and the throttle opening at that time is reduced to the first degree. Since the shock associated with the engagement of the two-way clutch F2 is set to such an extent that it does not deteriorate, it is possible to effectively prevent a shift or a delay in the feeling of acceleration or a shock.

In the first speed, since the gear ratio is large, a shock accompanying the engagement of the second one-way clutch is likely to occur. In the above example, the case where the first speed is output is taken as an example. Although described, the present invention can also be applied as a device that performs control when the one-way clutch is engaged at another shift speed. The vehicle targeted by the present invention may be a vehicle equipped with an automatic transmission having a gear train other than the above-described gear train, or a vehicle equipped with a motor as a prime mover in addition to the above-described engine. Further, the regulation value for maintaining the throttle opening constant or the increase width at the time of sweep-up may be a variable that changes according to the traveling state of the vehicle such as the gear position and the vehicle speed, and may be the same as that shown in the above embodiment. Not limited.

[0034]

As described above, according to the control device of the present invention, when the operation of increasing the output of the prime mover is performed with the one-way clutch disengaged, a shock is generated even if the one-way clutch is engaged. , The output of the prime mover is limited to such an extent that the one-way clutch is not reduced. It is possible to prevent a feeling of delay in shifting and a feeling of delay in acceleration.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating an example of an output limiting control routine of a motor executed by a control device of the present invention.

FIG. 2 is a diagram showing a change in throttle opening when the control shown in FIG. 1 is executed.

FIG. 3 is a diagram showing an overall control system according to the present invention.

FIG. 4 is a skeleton diagram showing an example of a gear train of the automatic transmission according to the present invention.

FIG. 5 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed in the automatic transmission.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Engine 4 Electronic throttle valve 6 Accelerator 7 Electronic control device for engine 8 Hydraulic control device 9 Electronic control device for automatic transmission

Claims (1)

[Claims] 1. A control device for a vehicle prime mover connected to an automatic transmission in which a one-way clutch is engaged and a predetermined shift stage is set by increasing a torque input from the prime mover, wherein the one-way clutch is A non-engagement detecting means for detecting that the one-way clutch is in a non-engaged state at a predetermined gear, and an output increase of the prime mover when the non-engagement detecting means detects a non-engaged state of the one-way clutch. A control device for a vehicle prime mover, comprising: output limiting means for increasing the output of the prime mover to a predetermined value when the operation is performed and limiting the output to the predetermined value.