JPH1178617A - Synthetic control device for engine and automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To lower the engine torque for preventing a vehicle from being turned unstable by increase of the driving force when shift-down is made for fail-safe while shift-down is made at the time of A/T high oil temperature, etc., as a countermeasure for A/T high oil temperature during manual shift running. SOLUTION: An automatic transmission 2 includes M-mode in which the engine power is fed and a manual shift as well as automatic is selectable, and during the M-mode running, judgement is made whether shift-down from the selected shift range is to be conducted, and if yes, shift-down is conducted forcedly by the first control means without manual selection of shift range by the driver, and at the time of shift-down, the second control means controls the output of the engine 1 so as to lower the engine torque temporarily.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a general control device for an engine and an automatic transmission in a vehicle.

[0002]

2. Description of the Related Art An automatic shift mode based on a running state of a vehicle (automobile) and a manual operation of a driver are performed.
A transmission having a manual shift mode (M mode) for instructing a shift based on an operation is known.

[0003]

This type of M-mode function tends to be introduced to enhance driver compatibility. An automatic transmission having such a function (A
/ T), the driver can freely (arbitrarily) select a gear position (gear position) by manual shift operation in the M mode if the driver wants to perform a manual shift drive,
In addition to automatic shifting, such additional functions can also be used, which further increases compatibility, functionality, and the like. For example, the driver determines that the current vehicle operation scene is a scene that requires acceleration, and when the driver desires acceleration, he can perform an upshift with a manual shift by himself. on the other hand,
The fact that the gear speed can be freely selected as described above is, on the other hand, advantageous in that it has the following advantages. For example, the following points can be pointed out based on the considerations of the present inventors.

(A) As an example, consider the case where an A / T vehicle is climbing a hill on a mountain road. In this case, a higher gear (for example, a higher gear than the third gear) should be used. Fast)
In order to produce the same force (output shaft torque) when traveling uphill on a mountain road by traveling with the A / T, the A / T torque converter slips by that much and changes the engine rotation (engine power) to driving force and travels That is to do.

(B) As described above, in the M mode, the gear position can be freely selected by the manual shift operation. As a result, in the manual shift operation in the M mode, such a high gear position (for example, 4-speed A /
(4th speed at T) is selected and traveling is performed in that state, and the A / T oil temperature tends to increase because the torque converter slides during the traveling. Therefore,
Depending on the situation, such as when the running situation continues for a long time, the oil temperature may reach near the allowable oil temperature of the thermal countermeasures of the A / T, so that sufficient functions of the A / T unit are secured. Difficult to load (severe load (tight)
Condition). For example, when the vehicle is traveling at a speed of about 40 km / h and traveling uphill on a mountain road in a fourth speed (fourth manual shift), the oil temperature may become extremely high.

(C) In an A / T-equipped vehicle with an M-mode, it is desirable that even if the M-mode is used in such a manner by a driver, an appropriate fail-safe from this viewpoint is desirable. This can be realized, and the M-mode function can be realized with the above-mentioned advantages as much as possible.

(D) As one of such measures, the following control can be considered. That is, if the driver wants to travel at a high speed of, for example, the fourth speed in the manual shift,
Even if a high gear is selected, if it is allowed as it is, if the A / T oil temperature becomes high as in the above example, it may cause a failure to A / T. Since disadvantages may occur, it is necessary to incorporate means that can prevent or avoid this beforehand on the device side (fail-safe by the device or assist the driver's operation). In the above example, during a manual shift operation, regardless of the driver's manual selection (or regardless of the driver's selection intention), the above (a) to (c)
In view of the point described above, if the control device determines that the selection causes a failure, the control device checks this and forcibly and automatically downshifts to a lower gear (3rd speed). Is performed.

(E) Here, the combination of these means is based on M
When the mode function is introduced into the A / T, it becomes effective as a downshift for fail-safe from the viewpoint of A / T high oil temperature countermeasures, and the above point (c) can also be met.

However, if the disadvantages described above are not prevented or avoided, if the fail-safe execution condition is met, the downshift control is forcibly executed by the control device. On the other hand, in terms of vehicle behavior, this may affect the stability of the vehicle, depending on the case.

(G) For example, at the moment when the control device forcibly executes the downshift control, the running scene and environment at that moment are running on a road surface with fallen leaves, For example, it may be a day. In such a case, even though the mode is the M mode,
Moreover, because the shift-down control execution condition is satisfied without depending on the driver's own intention, suddenly, the control device automatically performs the shift-down control from the fourth gear to the third gear. Alternatively, gear down from 3rd gear to 2nd gear etc. has the advantageous aspects described in (d) and (e) above, but also induces slip due to increased driving force during downshifting, resulting in stability deterioration factors. It is possible that In particular, when shifting down, the rear wheel slips in the latter case, in which the driving force is greatly increased, such as the third to second gear down, and especially in the case of a rear-wheel drive vehicle. As a result, at the time of the downshift, unstable behavior such as rotation (spin) of the vehicle body to the right or left may occur. Therefore, it is preferable to avoid such a problem, and at the same time, if these disadvantages can be avoided, as a whole, the fail-safe operation by the device or the assisting of the driver's operation will be more effective.

Therefore, it is more desirable that such behavior can be prevented or suppressed from occurring at the time of the forced or automatic downshift in the M mode, and the stability can be ensured. And while utilizing the advantageous aspects of its M-mode function effectively,
Control that achieves the above can be realized while also achieving compatibility in harmony with T high oil temperature measures and the like.

Based on the above considerations and the following considerations, the present invention seeks to provide improvements and improvements in these respects. In addition to the automatic transmission, the driver selects the manual transmission. It is suitable to be applied to a case where a transmission that can be mounted is mounted, and controls the engine and the automatic transmission of the vehicle, which can appropriately realize the above.

Further, it is possible to prevent or suppress the disturbance of the behavior when the shift is forcibly shifted down in a fail-safe manner, such as a high operating oil temperature of the transmission, while the vehicle is running due to the manual shift. It is an object of the present invention to provide a comprehensive control device which can be optimized in accordance with the driving scene, environment, etc. of the vehicle.

[0014]

According to the present invention, there is provided an integrated control device for an engine and an automatic transmission as described below. That is, the present invention includes an engine and a transmission for inputting the engine power, the automatic transmission having a manual range mode in which a manual shift can be selected in addition to the automatic shift. Running,
According to the state of the vehicle, it is determined whether or not to shift down from the manually selected gear position.If it is determined that the downshift should be performed, the shift is forcibly performed regardless of the driver's manual selection of the gear position. First control means for controlling a shift of the transmission so as to perform downshifting;
And second control means for controlling the output of the engine so as to reduce the engine torque when the downshift is performed by the control means.

The first control means determines whether the transmission operating oil temperature is a high oil temperature equal to or higher than a predetermined oil temperature, and executes the downshift when it is determined that the oil temperature is high. And the second control means executes torque down control in accordance with the downshift when it is determined that the oil temperature is high.

The first control means determines whether or not the oil balance of the transmission operating oil is insufficient, and executes the downshift when it is determined that the oil balance is insufficient. The second control means executes torque down control in accordance with the shift down when it is determined that the oil amount balance is insufficient.

Further, the second control means sets the engine torque down amount in accordance with the road surface μ so as to increase as the road surface μ decreases.

Further, the second control means reduces the engine torque so as to match the driving force before shifting by the downshift of the first control means.

Further, the second control means sets a period during which the engine torque is reduced so as to be at least longer than a shift time by the downshift of the first control means.

Further, a third control for controlling the output of the engine so that the torque is gradually restored from the state in which the engine torque is down-controlled by the second control means at the time of downshifting by the first control means. Means are further provided.

Further, the degree of gradually returning the engine torque is set according to the road surface μ, and control is performed such that the lower the road surface μ, the gentler the recovery of the engine torque.
It is characterized by the following.

After the control is executed by the first and second control means, it is determined that the fail-safe of the transmission is canceled or that the operating oil temperature of the transmission is not higher than a predetermined oil temperature. Up to or until it is determined that the oil balance of the transmission operating oil is not insufficient. .

A warning indicating that the fail-safe operation of the transmission is being performed in accordance with the execution of the control by the first and second control means, or a high oil temperature at which the transmission operating oil temperature is equal to or higher than a predetermined oil temperature. , Or warning means for giving a warning to the driver that the oil balance of the transmission hydraulic oil is insufficient.

[0024]

According to the present invention, the above configuration basically enables the driver to manually select a manual shift speed in the manual range mode, while allowing the driver to manually select the shift speed in the manual range mode. Even if the control unit determines that the downshift should be performed from the viewpoint of fail-safe of the transmission, etc. as a result of the various uses of the manual shift, it is possible to respond appropriately to the manual range. Even when the vehicle is traveling in the mode, the shift down control is forcibly executed regardless of the driver's manual selection of the gear position, and even during the down shift, unstable behavior is prevented from occurring. The control is executed to temporarily reduce the engine torque in order to improve the stability of the behavior of the vehicle by preventing or suppressing the engine torque and also ensuring the stability. It makes it possible the door. Therefore, the present invention is suitably applied to a case where a transmission having a manual range mode in which a driver can manually select a shift in addition to the automatic shift is mounted.
(G) An overall control of the engine and the automatic transmission which can be improved and improved can be realized.

Preferably, in this case, with the configuration as described in claim 2, forced downshift control as a countermeasure against high oil temperature of the transmission operating oil and the behavior of the vehicle at the time of downshift in accordance therewith are not required. Suitable comprehensive control with stabilization prevention control is realized. When traveling in the manual range mode, the driver can freely select the transmission, and as a result, the transmission hydraulic oil temperature tends to increase, and the oil temperature rises to a high oil temperature that makes it difficult to secure functions as a thermal measure. Even if the manual range mode is used by the driver in such a manner as to be used, this control can appropriately cope with this, and fail-safe measures against high oil temperature of the transmission hydraulic oil can be achieved. In addition to this, when the fail-safe execution condition is satisfied, even if the downshift control is forcibly executed, it is possible to prevent the vehicle behavior from affecting the stability of the vehicle at the same time. Therefore, at the time of forcible downshift in the manual range mode, the disturbance of the behavior can be prevented or suppressed beforehand, stability can be secured, and the advantageous aspect of the manual range mode function is effective. It is also possible to appropriately cope with a fail-safe measure against a high oil temperature of the transmission operating oil.

Further, in the case of the third aspect, the forced downshift control as a countermeasure in the case of a shortage of the oil amount balance and the control for preventing instability of the behavior of the vehicle at the time of the downshift corresponding thereto are performed. A suitable comprehensive control is realized, wherein the first control means determines whether or not the oil balance of the transmission hydraulic oil is insufficient, and determines that the oil balance is insufficient. The second control means includes a means for executing a downshift, and the second control means executes torque down control in accordance with the downshift when it is determined that the oil amount balance is insufficient. It can be suitably implemented. In this case, in addition to the above-described operation and effect, when the driver selects a gear in an area where the oil balance is insufficient during traveling in the manual range mode, the oil balance may be insufficient. As a response to the situation,
It is effective and can implement a countermeasure in the case of a shortage of oil balance, and is also a fail safe in such a case. here,
According to the present invention, one of the measures against the high oil temperature of the transmission operating oil temperature according to the configuration of claim 2 and the measure against the shortage of the oil amount balance according to the configuration of claim 3 is independently implemented. Not only can they be implemented, but both may be implemented.

The down control of the engine torque by the second control means at the time of downshifting by the first control means is as follows. The present invention can be suitably implemented as a configuration that is set in accordance with the road surface μ so as to increase as much as possible. According to this, in addition to the above-mentioned effects, it can be basically made to correspond to the road surface μ due to the driving scene of the vehicle at that time, the environment, etc. At this point, finer and more optimal control is possible in this respect.

Further, in the case of the fifth aspect, it is possible to adopt a configuration in which the engine torque is controlled to be reduced at the time of downshifting so as to match the driving force before the shift by downshifting. Can be implemented in such an embodiment. In this way, the torque down can be made appropriate in accordance with the gear position that was actually manually selected by the driver before the shift, and for the driver, the forced downshift and the Even if the accompanying engine torque reduction is suddenly executed, the feeling is basically less deteriorated, the discomfort can be alleviated, the feeling becomes better, and optimization can be achieved. Therefore, it is not necessary to reduce the slip to a value less than or equal to the shift-starting power in terms of suppressing a slip or the like caused by an increase in the driving force during downshifting. This can be performed, and unnecessary torque reduction can be avoided.

In the case of the sixth aspect, the period during which the engine torque is reduced can be set so as to be at least longer than the shift time due to the downshift. It can also be implemented in embodiments. In this manner, the period is slightly longer than the shift time, so that it is not necessary to reduce the engine torque for an unnecessarily long period. A control mode for reducing the torque can be adopted. Then, after the elapse of the period, the torque return control can be appropriately started.

Further, according to the present invention, the engine is controlled such that the torque is gradually returned from the down control state of the engine torque by the second control means at the time of downshift by the first control means. The third control means for controlling the output of the above can be suitably implemented as a configuration further including: By doing so, in addition to the above-described effects, the torque can be smoothly returned to prevent the behavior from being disturbed, and the stability at the time of the torque return can be improved, which is more effective.

In this case, preferably, the degree of gradually returning the engine torque is set according to the road surface μ, and the lower the road surface μ, the gentler the recovery of the engine torque. In the same manner as in the case where the down amount is set in accordance with the road surface μ, such a torque recovery can be made to correspond to the road surface μ due to the running scene at that time, the environment, etc.
The degree to which the engine torque is gradually returned can be made to correspond to the road surface μ such that the lower the road surface μ, the slower the recovery of the engine torque, and in this regard, finer and more optimal control is possible.

Further, the present invention can be suitably implemented as a configuration further including a shift-up inhibiting means as described in claim 9. In this case, in addition to the above-described operation and effect, control for appropriately inhibiting shift-up is performed during that time, and the effectiveness of shift-down and engine torque-down control can be reliably ensured, which is more effective.

Further, the present invention can be suitably implemented as a configuration further including a warning means. In this case, in addition to the above-described effects, such a warning is useful for preventing the driver from making an erroneous determination or the like. For example, even if the manual range mode is selected and the driver does not perform the downshift operation, the downshift and the engine torque down may cause a failure. It is also possible to avoid giving the driver anxiety that the vehicle is running or causing the driver to take unnecessary actions such as stopping the running vehicle.

[0034]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram according to an embodiment of the present invention. In the figure, reference numeral 1 denotes an electronically controlled engine, for example, an electronically controlled fuel injection type engine (ENG), 2 denotes an electronically controlled automatic transmission (A / T), and 2a denotes a torque converter as a fluid coupling inserted into a transmission system. is there.

In this embodiment, the vehicle (automobile) is a drive type FR vehicle in which left and right front wheels are driven wheels and left and right rear wheels are drive wheels. In addition, the engine 1 is an engine such as a four-cylinder engine using an engine system having a device for electronically controlling the ignition timing and the like in addition to the fuel supply and having a device for electronically controlling the throttle valve.

In this embodiment, the automatic transmission 2 to which the power from the engine 1 is input is a stepped automatic transmission (for example, a 4-speed A
/ T). Further, this has an automatic shift mode in which a shift speed is selected in accordance with a shift control parameter, and an M mode (manual range mode) in which a driver can manually shift.

In the intake passage 3 (intake pipe) of the engine 1,
A throttle valve (throttle valve) 4 that can be controlled by a controller is provided. This can be achieved by a device configuration in which the throttle actuator can control the opening degree (TVO) based on the opening degree information of the accelerator pedal 5 as in the characteristic example of the known electronically controlled throttle.

Here, the throttle actuator for controlling the opening and closing of the throttle valve 4 to adjust and control the intake air amount of the engine 1 includes, for example, a throttle motor 6 driven and controlled by energization. can do. Basically, here, the motor 6 is driven, and its rotation is transmitted to the throttle valve 4 via a reduction gear mechanism or the like to rotate it. In this throttle control function, the throttle valve 4 is controlled using the accelerator pedal opening signal and the throttle valve opening signal.
Normally, the throttle motor 6 is controlled based on the opening information of the accelerator pedal 5 to realize a 1: 1 correspondence between the accelerator pedal opening and the throttle valve opening.

In this embodiment, in order to realize a limp home function corresponding to the operation failure of the electronically controlled throttle system, even if the motor 6 fails, the drum arranged in the throttle chamber via the throttle wire 8 is used. The throttle operating mechanism 40 is provided with a structure capable of mechanically forcibly opening the throttle valve 4 by, for example, rotating the throttle valve shaft 7 to rotate the throttle valve shaft.

The output torque of the engine 1 is input to the automatic transmission 2 via the torque converter 2a. The automatic transmission 2 shifts the rotational power of the engine 1 at a gear ratio according to the selected shift stage (gear stage), including in the M mode, and transmits the same to the transmission output shaft 21 to shift the differential gear. To the driving wheels to drive the vehicle.

In this embodiment, the engine 1 and the automatic transmission 2 are respectively a controller 31 for controlling the engine and a controller (A / T controller) 32 for controlling the automatic transmission.
Is provided.

The engine controller 31 controls fuel injection and ignition timing for the fuel injection valve to supply fuel so that fuel efficiency and exhaust gas characteristics are optimized based on engine operation parameters such as engine speed and load information. In addition to executing other engine controls, the controller here also functions as a controller having a throttle control function of controlling the opening of the throttle valve 4. Therefore, in this embodiment, the throttle actuator control system is configured to include a part of the controller 31, but a throttle controller having a throttle control function may be separately provided.

The engine controller 31 receives a signal from an accelerator sensor 45 for detecting the accelerator pedal opening,
And a throttle sensor 59 for detecting a throttle valve opening degree
, A signal from a vehicle speed sensor 35 for detecting the vehicle speed, information such as the engine speed, and other information. When the TCS control (traction control) is performed by the output torque control of the engine 1, information from a wheel speed sensor is also input, and the rotation speeds of the front wheels of the driven wheels and the rear wheels of the driving wheels are detected. The slip state is detected from the following driven wheel rotation speed information and the driven wheel rotation speed information, and output control (for example, fuel cut or the like) of the engine 1 is executed in accordance with the slip state so as to suppress and control the driving wheel torque during acceleration slip. be able to. In this case, the TCS control system can be configured to include a part of the controller 31, but a TCS controller may be separately provided.

The engine controller 31 includes a microcomputer, and has an input detection circuit, an arithmetic processing circuit (CPU), and engine controls (fuel supply control, fuel cut control,
Storage circuits (RAM, ROM) for storing various control programs such as ignition timing control, intake air amount control, etc.) and throttle valve opening control based on accelerator pedal opening, as well as calculation results and other information; And an output circuit for transmitting an injection valve driving control signal (Ti) for the fuel injection valve, a control signal for operation control for the throttle motor 6, and the like.

The engine controller 31 is communicably connected to the A / T controller 32 of the automatic transmission 2 with the M mode via the data transmission lines 37 and 38 here. In the storage circuit of the engine controller 31,
A communication control program with the A / T controller 32 is also stored, and the A / T controller 32
The information for communication from is also input. The storage circuit also stores a control program for engine torque down control (reduction control), together with forced downshift control when the M mode is selected, which is executed on the A / T controller 32 side. . Here, the shift-down control on the transmission side determines whether or not to shift down from the manually selected gear position according to the vehicle traveling state even during traveling in the M mode, and performs the shift-down operation. If it is determined that the gear should be shifted, the downshift is forcibly performed without depending on the driver's manual selection of the gear position. In the case of the downshift control, the engine torque is synchronized by the engine control side. In order to execute the output control of the engine to temporarily bring down the
, The control information can be transmitted to the engine controller 31 side.

The automatic transmission 2 includes a torque converter 2a,
It has a control valve 22 in addition to each friction element such as a speed change mechanism and a clutch / brake (band brake).
The control valve 22 is formed with a shift control hydraulic circuit, and includes a first shift solenoid, a second shift solenoid, other solenoids such as a line pressure solenoid and a lock-up solenoid. These solenoids are controlled by an A / T controller 32. The controller 32 receives a signal from an accelerator sensor 45 for detecting an accelerator pedal opening as a shift control parameter,
A signal from a vehicle speed sensor 35 for detecting a vehicle speed (VSP);
Enter other information. In this embodiment, a signal from an oil temperature sensor 60 that detects a transmission operating oil temperature (A / T oil temperature) is input. The throttle valve opening (TVO)
If information is also required, it may be taken from the engine controller 31 or a signal from the throttle sensor 59 may be input.

The A / T controller 32 has a mode selection switch from a shift operation device 65 capable of selecting an M mode in addition to an automatic shift mode in which a shift speed is selected in accordance with a shift control parameter, and an M mode. Shift instruction (command) for shifting by manual shift at the time of selection
Each signal information is also input. This is shown in FIG. 2, for example.

In the case of FIG. 2, as shown in FIG.
Are located along one of the shift lever guide grooves 65a, such as parking (P), reverse (R), neutral (N),
Each range position is set in this order of the drive (D).
An upshift for manual shift, which is selected by moving a shift lever (not shown) from the D range position sideways and back and forth, in the guide groove 65b parallel to this, for the M mode. A position (+) and a downshift position (-) are set. Thus, when the driver selects the M mode, the M mode selection signal is output, and when the shift lever is tilted back and forth in the guide groove 65b, an upshift signal and a downshift signal are output each time. Therefore, if the M-mode function is provided to the controller 32 to instruct the controller 32 to shift to the one-speed higher speed or the one-speed lower speed, and to select upshift or downshift by such manual operation, D
The driver can change gears according to his / her own intention in the M mode without relying on gear ratio (gear ratio) control by automatic gear shifting in the range.

The A / T controller 32 includes a microcomputer. In this embodiment, an input detection circuit for input including data from the engine controller 31, an arithmetic processing circuit (CPU), a shift control executed by the arithmetic processing circuit, and a torque converter 2
a, a basic transmission control program such as lock-up control, line pressure control, etc.
1 and various control programs such as a shift-down control corresponding to a transmission failure when the M mode is selected, and a storage circuit (RA) for storing operation results and other information.
M, ROM) and the first and second control valves 22.
That can display a control signal (S) for driving a shift solenoid or the like and an A / T oil temperature state and give a driver a warning indicating that the oil temperature is at a high oil temperature. An output circuit for transmitting a display control signal to the temperature warning light 62, a communication control signal to the engine controller 31, and the like can be configured.

The shift can be basically performed with the following control contents. The automatic transmission 2 has a shift schedule for performing shift control based on the accelerator pedal opening and the vehicle speed. A / T for shifting control
When the D range is selected (automatic shift mode), the controller 32 selects the most appropriate shift speed for the current operating state from these information in accordance with a predetermined shift schedule, and sets the first shift speed and the first shift speed so as to be the shift speeds. The predetermined shift is performed by turning on and off the second shift solenoid.

The shift schedule is such that as the vehicle speed increases at the same accelerator pedal opening, the vehicle shifts up to a higher gear, and the larger the accelerator pedal opening, that is, the larger the throttle valve opening. It is usual to schedule an upshift toward a higher vehicle speed side so that driving at the current gear position is possible as much as possible. Here, in the automatic shift, the A / T controller 32 determines and determines the optimal shift speed using such shift line characteristic data (shift schedule data), and turns ON / OFF the shift solenoid so as to obtain the shift speed. When the combination (S) is commanded, the control valve 22 supplies the hydraulic pressure adjusted by the line pressure solenoid to the selected friction element in the transmission as the operating hydraulic pressure (engagement pressure) in accordance with ON / OFF of the shift solenoid. However, the automatic transmission 2 can select the optimum gear stage by the operation (release / engagement) of these friction elements.

In the case of the M mode, the operation device 65
This can be done in response to a signal from At this time, the A / T controller 32 determines the gear position instructed by the driver in the manual shift. Thus, the shift solenoid O
If the combination (S) of N and OFF is commanded, the gear can be shifted to the corresponding gear by the release / engagement control of the corresponding friction element based on the command.

In addition, in this embodiment, the engine 1
, And the A / T controller 32 of the automatic transmission 2 with the M mode also performs comprehensive and integrated control. Here, in addition to the above-mentioned shift, in the shift when the M mode is selected, the A / T oil temperature detected by the sensor 62 indicates the high oil temperature as a measure against the A / T high oil temperature during manual shift traveling. A / T
The controller 32 executes control to shift down (gear down) to lower the gear to a lower speed regardless of the gear position indicated by the manual shift by the driver. In order to prevent the vehicle from becoming unstable, the engine controller 31 also executes control to appropriately reduce the engine torque so that the grip of the tire does not fall.

When comprehensive control of the engine 1 and the automatic transmission 2 is performed as described above, in such a control for preventing the vehicle from becoming unstable (spin) when downshifting as a countermeasure for high A / T oil temperature, preferably, the engine torque is controlled. The down is controlled so as to be temporarily down. Preferably, control is performed such that the engine torque is reduced at the time of the shift (downshift) so as to match the driving force before the shift by the downshift. That is, the output of the engine 1 is adjusted so that the torque is reduced so that the driving force (the torque of the output shaft (21)) before the gear change is once equal.
In this way, the torque down can be made appropriate in accordance with the gear position before the gear shift that was actually manually selected by the driver, so that the driver does not have to perform the downshift operation. Even if the forcible shift down and the accompanying engine torque down are unexpectedly executed on the controller (31, 32) side, the feeling is basically less deteriorated, so that the uncomfortable feeling can be alleviated. Optimum control becomes possible. Accordingly, it is not necessary to reduce the slipping force to a value lower than the shift starting power in order to suppress slippage or the like caused by an increase in the driving force during downshifting. In addition, the engine torque reduction control may be executed with this as a limit, so that excessive (unnecessary) torque reduction can be avoided.

On the other hand, preferably, the amount of decrease in engine torque can be set according to the road surface μ of the traveling road surface. According to this, basically, it can be made to correspond to the road surface μ due to the driving scene at that time, environment, etc.,
The down amount can be made to correspond to the road surface μ so as to be larger as the road surface μ is lower. In this regard, finer and more optimal control is possible. Here, even in the case where the method of setting the down amount according to the road surface μ is adopted, the method of setting the limit of the maximum down amount is more effective.

Referring also to FIG. 3 and subsequent figures, it is preferable that the downshift control as a countermeasure for the high A / T oil temperature during manual shift running when the M mode is selected and the temporary engine torque down control corresponding thereto be performed. An example will be described. FIG. 3 shows an example of a control program applicable to an integrated control system by engine control and transmission control in the present system. In the figure, the processes in steps S101 to S103 and steps S105 to S108 are performed by the A / T controller 32, and the corresponding processes in step S104 are shared by the A / T controller 32 and the engine controller 31. And run it.

In step S101, it is determined whether or not the vehicle is in the manual shift running with the M mode function. This decision
This can be performed based on information from the shift operation device 65. If the answer to step S101 is negative (NO), that is, if the mode is not the M mode, a loop for repeating this check is executed again. During this time, the automatic transmission 2 can perform the automatic shift in the D range described above, and the engine 1 performs the normal engine control described above, which does not include the temporary down control of the engine torque in step S104 described later. (Including fuel supply control, fuel cut control, ignition timing control, intake air amount control, and the like, including throttle valve opening control based on the accelerator pedal opening).

If the answer to step S101 is affirmative (YES), that is, if the driver has switched to the M mode and a shift instruction at a desired gear by manual shift has been input, at step S102, Based on the information from the temperature sensor 60, it is determined whether the A / T oil temperature is equal to or lower than an upper limit (predetermined value). This checks for the following:

That is, the A / T oil temperature reaches a temperature close to the allowable oil temperature for thermal measures of the automatic transmission 2, and it becomes difficult to secure sufficient functions of the transmission unit including the hydraulic circuit (load is severe). The determination as to whether or not the situation becomes (severe) condition is made by monitoring the A / T oil temperature. Applied in this step S100,
The predetermined upper limit value for A / T oil temperature determination is set from such a viewpoint, and by comparing the upper limit value with the detected actual A / T oil temperature value, the high oil value exceeding this is set. It is determined whether or not to perform the fail-safe operation of the transmission 2 by checking whether the temperature is warm, and whether the process of step S103 and the following steps should be performed for the fail-safe operation, or the original function of the M mode is continued without necessity. You can decide if it is good.

If the answer to step S102 is affirmative, that is, if the A / T oil temperature is equal to or lower than the upper limit, the process proceeds to step S102.
Returning to step 101, if the answers of steps S101 and S102 are both affirmative, a loop for repeating those checks is executed. Therefore, during this time, the driver
The speed can be freely selected by the manual shift operation in the mode and the vehicle can be driven. The M mode function added in addition to the automatic shift can also be used effectively, and the compatibility, functionality, etc. are further increased by that much. Such advantages of the mode function can be minimized. Also,
During this time, the engine 1 can execute normal engine control as described above.

Under these circumstances, as a result of various uses of the manual shift in the M mode by the driver, the A / T
If the oil temperature becomes a high oil temperature exceeding a predetermined upper limit value and such a high oil temperature is detected and the answer in step S102 is negative,
In this program example, the transmission 2
If it is determined that the fail-safe operation should be performed, the shift-down operation is forcibly performed for fail-safe operation regardless of the driver's manual selection of the shift speed, even during driving in the M mode. At the time of the downshift, the following series of processes including a control process for temporarily lowering the engine torque in order to improve the stability of the behavior of the vehicle is executed (steps S103 to S105). ).

First, in step S103, the oil temperature warning lamp 62 is turned on so that the driver can understand. Here, this lighting indicates that the A / T oil temperature is at a high oil temperature exceeding a predetermined upper limit value and the fail-safe of the transmission 2 is being performed. As a result, the driver who has contacted the warning can clearly recognize that the control process has been started on the controller side, which is useful for preventing the driver from making an erroneous determination or the like.

For this reason, even though the M mode is selected instead of the D range, and the driver himself does not actually perform the downshift operation, when the downshift is performed in step S104 and the engine When the torque is reduced, it gives the driver anxiety that it may be due to a failure, or causes the driver to take unnecessary action such as stopping the running vehicle due to that. This can be avoided.

In this example of the program, step S1
Since the shift-up (UP) prohibition process is also used in 05, during this prohibition period, even in the M mode, even if the driver tilts the shift lever to the up-shift position (FIG. 2) to shift up, this cannot be realized. Also in this case, it is possible to prevent the driver from making an erroneous determination or the like, and such a warning is useful for not giving unnecessary uneasiness to the driver as to whether it is a failure that the upshift cannot be performed even in the M mode. It will also be.

In step S104, the A / T controller 32 and the engine controller 31 reduce the gear by one step and simultaneously reduce the engine (ENG) torque. Here, on the A / T controller 32 side,
At this time, based on a shift instruction (command) signal from the shift operating device 65 that is input together with the M mode switching information, the automatic shift to a lower gear than the selected gear (gear) currently selected by the driver is performed. An instruction is given to the control valve 22 to perform the downshift control so that the downshift is performed effectively. On the other hand, at this time, on the engine controller 31 side, in this program example,
4 and 5, the engine output is controlled so that the torque of the engine 1 is reduced.

FIG. 4 shows an example of the mode of the shift down control and the engine torque down control executed in synchronization with the shift down control. Here, the torque reduction method by controlling the engine output is, for example, a mode based on fuel cut control, a mode based on ignition timing retard control, or a mode based on intake air amount down control in which the intake air amount is forcibly reduced by an electronically controlled throttle. And so on. Furthermore,
In addition, a mode based on the control of the supercharging pressure, other engine output control, or the like may be used, or a combination of two or more of them may be performed. In the control, it is also effective to easily realize finer and more accurate control.

The specific mode of the torque reduction, the amount of reduction D
Setting of _T (how to decide), setting of down time td (how to decide)
Etc. can be performed with the contents shown in the lower part of FIG. Here, as for the determination of the down amount _DT , basically, it is selected such that slip on the low μ road due to an increase in driving force at the time of downshift as shown in the upper part of FIG. And the down amount D _T according to the road surface μ
Shall be set. On a low μ road with a smaller road μ, the down amount _DT is correspondingly increased so that the rear drive wheel does not slip, and the road μ is large, and therefore, the slip can be achieved without reducing the driving force so much. Down road D _{T on a} high μ road that can avoid unstable behavior due to
Set smaller.

FIG. 5 shows an example of a map used for determining such a down amount _DT . The map can be stored in the storage circuit of the engine controller 31 in advance, and the down amount _DT is set according to the road surface μ with the characteristic tendency shown. The down amount _DT in the torque down control performed by the engine controller 31 is equal to the road surface μ−
Set from the down amount _DT map. In this case, the maximum value of the down amount _DT is combined with the above-described method of setting the limit of the maximum down amount _DT . ) Up to considerable. For example, in the case of a forcible and automatic downshift from the 4th speed to the 3rd speed, the driving force in the 4th speed before the shift is the maximum downshift amount _DT . Therefore,
The maximum value of the down amount _DT is, for example, 4th gear → 3
If the speed is down-shifted, the speed is down-shifted from third speed to second speed, and the speed is set to be variable accordingly, the driving force before shifting can be appropriately adjusted.

The road surface μ information for searching the map can be obtained by using, for example, a slip ratio detected from the wheel speed information. In the present embodiment, for example, the difference between the front and rear wheel rotation and the TCS control cycle can be obtained. It is determined (estimated) from the above.

As described above, the period during which the torque is reduced by the down amount _DT is the down time t shown in FIG.
As shown in d, it is preferable to set the time at least longer than the shift time by downshifting. That is, a time slightly longer than the shift time (a time when the behavior of the vehicle is considered to calm down) is sufficient. In this way, it is not necessary to reduce the engine torque by the down amount D _T until an excessive period, and when the time td (for example, on the order of several seconds) elapses, the time td is increased. For example, the driving force at the third speed may be used, and the torque return control can be appropriately started as shown in the figure.

Further, as described above, the torque recovery method is performed after a few seconds (time t at which the behavior of the vehicle is considered to calm down).
d) The torque is smoothly restored to prevent the behavior from being disturbed. For example, as in the above example, 4th gear → 3rd gear or 3rd gear → 2
In the case of the downshift of the speed, the torque is returned from the down control state of the required down amount _DT so as to be equivalent to the driving force of the third speed or the second speed after the shift. At this time, the inclination in FIG. If α (down amount D _T / return time) is too steep, the rear wheels of the drive wheels will slip at the time of the torque return, as in the case of the downshift, causing unstable (spin) vehicle behavior.

Therefore, in this case, if the output of the engine 1 is controlled so that the torque is gradually restored in order to avoid disturbance of the behavior even when the torque is restored, such a danger can be prevented. It is possible to improve the performance, and it is more effective. Further, in this case, it is preferable that how much time is required to return the engine torque in accordance with the road surface μ. In this program example, such a method is also taken into consideration. As shown in the figure, the degree of gradually returning the engine torque (slope α) is set according to the road surface μ. The engine controller 31 controls the output of the engine 1 so that the torque can be gradually restored. Therefore, the storage circuit in the controller 31 has a road surface on which the inclination α is set with such a characteristic tendency. A μ-slope α map (not shown) is also stored in advance, and the torque return control is executed based on the map.

In the present program example, the control as described above is executed in step S104. This allows
Improvements and improvements from the viewpoints discussed in (i) to (g) at the beginning of the specification are well realized. For example, in the case of climbing a hill on a mountain road as in the above-mentioned example, the driver selects 4th speed in the manual shift running in the M mode of the automatic transmission 2, and as a result, the A / T oil temperature tends to rise, Even if the M mode is used by the driver in such a way that the oil temperature rises so that it is difficult to secure the function (the load becomes severe) as a response, this control is not applied. If appropriate, this can be dealt with.
In this control, fail-safe from the A / T high oil temperature countermeasure can be performed, and when the fail-safe execution condition is satisfied, even if the down-shift control is uniformly and forcibly executed in this control, the vehicle behavior is not improved. At the same time, it can also be avoided that it affects the stability of the vehicle. Therefore, M
In the forced and automatic downshifting in the mode, the disturbance of the behavior can be prevented or suppressed beforehand, the stability can be ensured, and the advantageous aspect of the M mode function is effectively improved. It is also possible to make appropriate use of the A / T high oil temperature countermeasures in a fail-safe manner.

Further, the engine torque down control as shown in FIGS. 4 and 5 prevents or suppresses the disturbance of the vehicle behavior when the downshift is forcibly performed in a fail-safe manner at a high A / T oil temperature. Can be more finely optimized in accordance with the running scene, environment, and the like of the vehicle at that time.

Returning to FIG. 3, in step S105, upshifting (UP) is prohibited, and in step S106, the same discrimination processing as in step S102 is performed, and the result exceeds the upper limit until the result of the determination is affirmative. Therefore, a loop for repeating this check is executed until the result that the A / T oil temperature determined in step S102 has returned to or below the upper limit (predetermined value) is obtained, and the process stands by. As a result, after execution of the control in step S104, while it is determined that the A / T oil temperature is still high, the control for appropriately inhibiting the upshift is performed. Step S
At 104, despite having forcibly downshifted from, for example, 4th gear to 3rd gear and controlling engine torque down, if immediately thereafter, freely,
If the driver allows the driver to select the fourth gear again, the A /
The T oil temperature tends to increase again, causing a situation such as repeating the control in step S104 again. However, such a situation can be avoided by the above-described shift-up prohibition control. The effectiveness of the vehicle destabilization prevention control when the vehicle goes down can be reliably ensured.

When the answer at step S106 is affirmative, at step S107 the oil temperature warning light is turned off,
In step S108, each process of the shift-up permission is executed, and the process is performed in the first step S of the present program example.
It is returned to 101. Thus, the driver turns off the warning light and performs the above-described series of control processing (steps S103 to S1).
05), the shift-up prohibition control is released by the shift-up permission, and thereafter, M
The mode function can be used in its original state, and in this respect also, the advantageous aspects of the M mode function can be utilized.

Next, another embodiment of the present invention will be described with reference to FIGS. In the above embodiment (first embodiment), it is determined whether the A / T oil temperature is a high oil temperature equal to or higher than a predetermined oil temperature, and when it is determined that the oil temperature is high, a downshift is executed. When it is determined that the oil temperature is high, the engine torque down control is executed in accordance with the shift down. However, in the present embodiment (second embodiment), the A / A It is determined whether or not the oil balance of the T hydraulic oil is insufficient. When it is determined that the oil balance is insufficient, the shift down is performed, and it is determined that the oil balance is insufficient. In this case, the torque down control is executed in accordance with the downshift.

FIG. 6 shows an example of a control program applicable in this embodiment. In the present example program, the processing of steps S102, S103, S106, and S107 in FIG. 3 is performed in steps S102a, S103a, and S103a in FIG.
As described in S106a and S107a, "processing for determining whether the oil balance is OK, that is, whether the oil balance is not insufficient" (steps S102a and S106a).
"Lighting process for warning light indicating that oil balance is insufficient"
(Step S103a) and "Turn off the warning light"
(Step S107a), and the other processes are the same as those in the first embodiment. Also,
The oil temperature warning light 62 in FIG. 1 is provided with an oil amount balance shortage warning light instead (or together with). Therefore, in the description of the first embodiment described above, the corresponding description portion is to be read in accordance with the above replacement or the like, and the description is applied mutatis mutandis.

This embodiment is based on the following viewpoints. When the entire transmission unit including the hydraulic circuit is viewed, the A / T hydraulic oil is discharged by the drive pump and is used for engaging operations of various friction elements such as a clutch and a band brake for achieving a selected shift stage. (Consumed). In such a transmission system, if the amount of oil used is large (that is, the amount of oil supplied is small) with respect to the amount of oil discharged from the pump, clutches, bands, and the like are likely to slip, resulting in a demand. It is difficult to obtain the required fastening force.

For example, if the vehicle speed VSP decreases, the engine speed decreases as the engine speed decreases. At this time, if the pump does not rotate at a high speed, the discharge amount decreases correspondingly, and the oil amount balance becomes insufficient. Is running short. In such a region where the rotation of the pump is reduced and the discharge rate is reduced, it is difficult to sufficiently suppress a friction element such as a required clutch capacity. As a result, those clutches,
If the band slides and such a situation continues for a long time, the durability and the like of the A / T unit will be affected, and it will be difficult to secure a sufficient function.

The present embodiment is based on such considerations, and as described above, in the automatic transmission 2 having the M mode, the driver can freely select the gear position and use it in various ways. Recognizing that running at high gear in the region where the oil balance is insufficient as described above is likely to occur, the shift down is forcibly performed, and the engine torque is reduced accordingly. It is to try to control it. The comprehensive control according to the present invention is effective when applied to the case of such a shortage of the oil amount balance in addition to the situation of the vehicle as in the first embodiment, and is effective. In such a case, if the gear is dropped at this time, for example, if the gear is downshifted from the fourth speed to the third speed, the pump that is driven to rotate in accordance with the input rotation from the engine 1 has a higher rotation speed. It will be able to turn around and the oil balance will recover.

Therefore, in the case of FIG. 6, if the oil balance is determined to be OK in step S102a, it is determined that the oil balance is insufficient. As in the embodiment, steps S103, S103
A series of control processes of steps 104 and S105 are executed.
This makes it possible to implement effective countermeasures when the oil balance is insufficient, and also provides fail-safe in such cases.
The present invention can also be implemented in this way.

FIG. 7 shows an example of a map that can be applied in the determination step S102a in the present program example. Here, the oil amount balance is determined based on the vehicle speed VSP and the throttle valve opening TVO. The OK zone indicates an area where the oil amount balance is not insufficient, and the NG zone indicates an area where the oil amount balance is insufficient. Such a map may be stored in advance in the storage circuit of the A / T controller 32 and applied to the step S102a.

Further, in the example of FIG. 7, the zone boundary line is set to have a characteristic tendency toward the higher vehicle speed side as the TVO becomes higher. The reason for this is that, as described above, the oil amount balance is in accordance with the vehicle speed, and when the accelerator pedal is further depressed, the output increases, and as a result, a larger engagement capacity is required, and the friction of the clutch and the like is required. Since it is necessary to increase the supply amount to the element, the limit point of the oil amount balance is based on the idea that it is better to correspond to the characteristic shown in the figure. Therefore, if it is determined whether the oil amount balance is OK based on such a characteristic map,
It will be more effective.

The present invention is not limited to the above embodiment. For example, in each of the above embodiments, the example of the program in the case where the processing of the corresponding steps in FIGS. 3 and 6 is mainly executed on the A / T controller side has been described.
However, conversely, the engine controller fetches the information necessary for the control of the present invention from the transmission control system, and executes the processing of the determination step in each figure by the engine controller. A necessary control instruction may be given to the side. Therefore, for example, at the time of the engine torque down control processing by the engine controller performed in step S105, the A / T
The control information for forcible downshift control may be transmitted to the controller side. Even in this case, the downshift control and the engine torque down control can be executed in synchronization. .

In the downshift control in step S105, the downshift is performed by forcibly shifting down the first gear, but the invention is not limited to this. For example, if fail-safe execution conditions are set in stages, such as providing two types of upper limit determination values for the A / T oil temperature, and even if a single downshift is still insufficient to release fail-safe, furthermore, It is also possible to combine a mode in which the gear is shifted down to a lower gear by one step (or a mode in which the gear is shifted down to a lower gear by two steps from the beginning).

In the engine output control for engine torque reduction, when the down amount is set in accordance with the road surface μ such that the lower the road surface μ, the degree of gradually returning the engine torque when the torque is restored. Is set according to the road surface μ, and when the road surface μ is controlled so that the return of the engine torque becomes gentler, the method of obtaining the road surface μ using the information of the TCS control system has been described. However, the detection or estimation of the road surface μ is not limited to this. If the vehicle has an ABS system incorporated in the brake control, the vehicle speed may be obtained using wheel speed information or the like used in the ABS control logic. Good. Other known methods may be used.

The configuration of the operating device shown in FIG. 2 is not limited to the one shown in FIG. 2, and the operating device shown in FIG.
It goes without saying that it can be implemented similarly.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a configuration of an embodiment of the present invention.

FIG. 2 shows an M of an automatic transmission with an M mode applicable to the example.
FIG. 7 is a diagram provided for describing an example of a manual shift in a mode.

FIG. 3 is a control flowchart showing an example of a control program executed by a controller.

FIG. 4 is a diagram provided for explaining an example of an aspect of shift-down control and engine torque-down control executed in synchronization with the shift-down control.

FIG. 5 is also a diagram for explaining an example of setting of a down amount applicable to the torque down control.

FIG. 6 is a control flowchart showing another example of a control program executed by a controller, showing a main part of another embodiment of the present invention.

FIG. 7 is a diagram showing an example of a map used to determine whether or not an oil amount balance in a transmission system system applicable to the same example is OK.

[Explanation of symbols]

 Reference Signs List 1 engine 2 automatic transmission 2a torque converter 3 intake passage (intake pipe) 4 throttle valve (throttle valve) 5 accelerator pedal 6 throttle motor 7 drum 8 accelerator pedal wire 21 output shaft 22 control valve 31 engine controller 32 automatic transmission controller (A / T controller) 35 Vehicle speed sensor 37, 38 Data transmission path 40 Throttle operation mechanism 45 Accelerator sensor (accelerator opening sensor) 59 Throttle sensor (throttle valve opening sensor) 60 A / T oil temperature sensor 62 Oil temperature Warning light 65 Shift operation device 65a, 65b Shift lever guide groove

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 59:66 59:72

Claims (10)

[Claims] 1. An engine and a transmission for inputting power of the engine, comprising: an automatic transmission having a manual range mode in which a manual shift can be selected in addition to an automatic shift, and traveling in the manual range mode. In the middle, depending on the state of the vehicle, it is determined whether to shift down from the manually selected gear position, and if it is determined that the downshift should be performed, regardless of the driver's manual selection of the gear position,
First control means for controlling a shift of the transmission so as to forcibly perform downshifting; and second control means for controlling an output of the engine so as to reduce engine torque when downshifting is performed by the first control means. An integrated control device for an engine and an automatic transmission, comprising: 2. The first control means determines whether a transmission operating oil temperature is a high oil temperature equal to or higher than a predetermined oil temperature, and executes a downshift when it is determined that the oil temperature is high. The engine / automatic transmission according to claim 1, wherein the second control means executes torque down control in accordance with the downshift when it is determined that the oil temperature is high. Integrated control device. 3. The first control means determines whether the oil balance of the transmission operating oil is insufficient, and executes the downshift when it is determined that the oil balance is insufficient. 2. The control device according to claim 1, wherein the second control means executes torque down control in accordance with the shift down when it is determined that the oil amount balance is insufficient. Comprehensive control system for engine and automatic transmission. 4. The apparatus according to claim 1, wherein said second control means sets the amount of reduction in engine torque in accordance with the road surface μ so as to increase as the road surface μ decreases. An integrated control device for an engine and an automatic transmission according to the above. 5. The second control means reduces an engine torque so as to match a driving force before a shift by downshifting of the first control means.
The integrated control device for an engine / automatic transmission according to any one of claims 1 to 4, wherein: 6. The apparatus according to claim 1, wherein the second control means sets a period during which the engine torque is reduced so as to be at least longer than a shift time by the downshift of the first control means. An integrated control device for an engine / automatic transmission according to claim 5. 7. A third control for controlling the output of the engine such that the torque is gradually restored from a state in which the engine torque is down-controlled by the second control means when the downshift is performed by the first control means. The comprehensive control device for an engine / automatic transmission according to any one of claims 1 to 6, further comprising means. 8. The method according to claim 7, wherein the degree of gradually returning the engine torque is set according to the road surface μ, and control is performed such that the lower the road surface μ, the gentler the return of the engine torque. Engine and automatic transmission comprehensive control device. 9. After execution of the control by the first and second control means, until the fail safe of the transmission is released,
Upshift control is prohibited until it is determined that the transmission operating oil temperature is not higher than the predetermined oil temperature or that the transmission operating oil oil balance is not insufficient. Further comprising a shift-up prohibition control means,
An integrated control device for an engine and an automatic transmission according to any one of claims 1 to 8, wherein: 10. A warning indicating that a fail-safe operation of the transmission is being performed with the execution of the control by the first and second control means, or a high oil temperature at which the transmission operating oil temperature is equal to or higher than a predetermined oil temperature. 10. A warning means for giving a warning to the driver, or a warning indicating that the oil balance of the transmission hydraulic oil is insufficient, to the driver. An integrated control device for an engine and an automatic transmission according to any one of the above.